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Abstract:

A system for operating a remotely controlled powered system, the system
including a feedforward element configured to provide information to the
remotely controlled powered system to establish a velocity, and a
feedback element configured to provide information from the remotely
controlled powered system to the feedforward element. A method and a
computer software code are further disclosed for operating the remotely
controlled powered system.

Claims:

1. A system comprising: a feedforward element configured to be disposed
onboard a remotely controlled vehicle, the feedforward element configured
to receive an operator command for the vehicle from an operator control
unit disposed off-board of the vehicle, the feedforward element also
configured to predict movements of the vehicle over an upcoming segment
of a route being traveled by the vehicle based on the operator command
and terrain information of the upcoming segment of the route; and a
feedback element configured to be disposed onboard the vehicle, the
feedback element configured to determine an actual movement of the
vehicle, wherein the feedforward element is configured to communicate the
predicted movements of the vehicle to the operator control unit and the
feedback element is configured to communicate the actual movement of the
vehicle to the operator control unit such that an operator can examine
the predicted movements and the actual movement in order to remotely
control the vehicle.

2. The system of claim 1, wherein the terrain information represents of
at least one of grade or curvature of the upcoming segment of the route.

3. The system of claim 1, wherein the operator command includes at least
one of a designated speed of the vehicle, a location that the vehicle is
to travel to within a designated time limit, or a distance within which
the vehicle is to stop.

4. The system of claim 1, wherein the feedforward element is configured
to predict a throttle profile as the predicted movements of the vehicle,
the throttle profile based on the terrain information and the operator
command, the throttle profile representing throttle settings of the
vehicle expressed as a function of at least one of distance along the
route or time in order to cause the vehicle to maintain a designated
speed provided by the operator command.

5. The system of claim 1, wherein the feedforward element is configured
to predict a speed profile as the predicted movements of the vehicle, the
speed profile based on the terrain information and the operator command,
the speed profile representing predicted speeds of the vehicle expressed
as a function of at least one of distance along the route or time that
the vehicle is predicted to travel if a throttle setting represented by
the operator command is implemented by the vehicle and maintained as the
vehicle travels over the upcoming segment of the route.

6. The system of claim 1, wherein the feedforward element is configured
to receive the operator command from an operator actuating the operator
control unit.

7. The system of claim 1, wherein the feedforward element is configured
to obtain the terrain information from a database disposed onboard the
powered vehicle.

8. The system of claim 1, wherein the operator command is obtained from a
trip plan of the powered vehicle, the trip plan designating operational
settings of the powered vehicle as a function of at least one of time or
distance along a trip of the powered vehicle.

9. A method comprising: receiving an operator command for remotely
controlling a vehicle from an operator control unit disposed off-board of
the vehicle; predicting movements of the vehicle over an upcoming segment
of a route being traveled by the vehicle, the predicted movements based
on the operator command and terrain information of the upcoming segment
of the route; monitoring actual movement of the vehicle as the vehicle
travels along the route, the actual movement including at least one of an
actual speed or actual acceleration at which the vehicle moves; and
communicating the predicted movements of the vehicle and the at least one
of actual speed or actual acceleration of the vehicle to the operator
control unit so that an operator can use the predicted movements and the
at least one of actual speed or actual acceleration to determine how to
remotely control the vehicle.

10. The method of claim 9, further comprising remotely implementing a
change in a throttle setting of the vehicle using the operator control
unit and after receiving the predicted movements and the at least one of
actual speed or actual acceleration.

11. The method of claim 9, wherein the terrain information represents of
at least one of grade or curvature of the upcoming segment of the route.

12. The method of claim 9, wherein the operator command includes at least
one of a designated speed of the vehicle, a location that the vehicle is
to travel to within a designated time limit, or a distance within which
the vehicle is to stop.

13. The method of claim 9, wherein predicting movements of the vehicle
includes generating a throttle profile of the vehicle based on the
terrain information and the operator command, the throttle profile
representing throttle settings of the vehicle expressed as a function of
at least one of distance along the route or time in order to cause the
vehicle to maintain a designated speed provided by the operator command.

14. The method of claim 9, wherein predicting movements of the vehicle
includes generating a speed profile of the vehicle based on the terrain
information and the operator command, the speed profile representing
predicted speeds of the vehicle expressed as a function of at least one
of distance along the route or time that the vehicle is predicted to
travel if a throttle setting represented by the operator command is
implemented by the vehicle and maintained as the vehicle travels over the
upcoming segment of the route.

15. The method of claim 9, wherein the operator command is received from
an operator actuating the operator control unit.

16. The method of claim 9, further comprising obtaining the terrain
information from a database disposed onboard the powered vehicle.

17. The method of claim 9, wherein the operator command is obtained from
a trip plan of the powered vehicle, the trip plan designating operational
settings of the powered vehicle as a function of at least one of time or
distance along a trip of the powered vehicle.

18. An operator control unit comprising: an input device configured to
receive an operator command for a remotely controlled vehicle; a
communication device configured to transmit the operator command to a
feedforward element remotely disposed onboard the vehicle, the
communication device also configured to receive predicted movements of
the vehicle over an upcoming segment of a route being traveled by the
vehicle and at least one of actual speed or actual acceleration of the
vehicle, the predicted movements determined by the feedforward element
and based on the operator command and terrain information of the upcoming
segment of the route; and an output device configured to present the
predicted movements and the at least one of actual speed or actual
acceleration of the vehicle to an operator such that the operator can
examine the predicted movements and the at least one of actual speed or
actual acceleration of the vehicle in order to remotely control the
vehicle using the input device.

19. The operator control unit of claim 18, wherein the operator command
includes at least one of a designated speed of the vehicle, a location
that the vehicle is to travel to within a designated time limit, or a
distance within which the vehicle is to stop.

20. The operator control unit of claim 18, wherein the terrain
information is indicative of at least one of curvature or grade of the
upcoming segment of the route.

21. The operator control unit of claim 18, wherein the predicted
movements of the vehicle include a throttle profile that represents
throttle settings of the vehicle expressed as a function of at least one
of distance along the route or time in order to cause the vehicle to
maintain a designated speed provided by the operator command.

22. The operator control unit of claim 18, wherein the predicted
movements of the vehicle include a speed profile that represents
predicted speeds of the vehicle expressed as a function of at least one
of distance along the route or time that the vehicle is predicted to
travel if a throttle setting represented by the operator command is
implemented by the vehicle and maintained as the vehicle travels over the
upcoming segment of the route.

Description:

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to and is a continuation-in-part
of U.S. application Ser. No. 12/126,858, filed on 24 May 2008 (the "'858
application"), which claims priority to and is a continuation-in-part of
U.S. application Ser. No. 11/765,443, filed on 19 Jun. 2007 (the "'443
application"), which claims priority to U.S. Provisional Application No.
60/894,039, filed on 9 Mar. 2007 (the "'039 application"), and U.S.
Provisional Application No. 60/939,852, filed on 24 May 2007 (the "'852
application").

[0002] The '858 application also claims priority to U.S. Provisional
Application No. 60/939,848, filed on 23 May 2007 (the "'848
application"), U.S. Provisional Application No. 60/942,559, filed on 7
Jun. 2007 (the "'559 application"), and U.S. Provisional Application No.
60/939,950, filed on 23 May 2007 (the "'950 application"). The '858
application also claims priority to and is a continuation-in-part of U.S.
application Ser. No. 12/061,444, filed on 2 Apr. 2008 (the "'444
application"), and incorporated herein by reference in its entirety.

[0003] The '443 application claims priority to and is a
continuation-in-part of U.S. application Ser. No. 11/669,364, filed on 31
Jan. 2007 (the "'364 application"), which claims priority to U.S.
Provisional Application No. 60/849,100, filed on 2 Oct. 2006 (the "'100
application"), and U.S. Provisional Application No. 60/850,885, filed on
10 Oct. 2006 (the "'885 application").

[0004] The '364 application claims priority to and is a
continuation-in-part of U.S. application Ser. No. 11/385,354, filed on 20
Mar. 2006 (the "'354 application").

[0005] The entire disclosures of each of the above applications (e.g., the
'858 application, the '443 application, the '039 application, the '852
application, the '848 application, the '559 application, the '950
application, the '444 application, the '364 application, the '100
application, the '885 application, and the '354 application) are
incorporated by reference in their entirety.

BACKGROUND

[0006] The inventive subject matter described herein relates to a powered
system, such as a train, an off-highway vehicle, a marine vessel, a
transport vehicle, an agriculture vehicle, and/or a stationary powered
system. At least one embodiment described herein relates to a system,
method, and computer software code for remotely controlling a powered
system to improve efficiency of operation of the powered system.

[0007] Some powered systems such as, but not limited to, off-highway
vehicles, marine diesel powered propulsion plants, stationary diesel
powered systems, transport vehicles such as transport buses, agricultural
vehicles, and rail vehicle systems or trains, are typically powered by
one or more diesel power units, or diesel-fueled power generating units.
With respect to rail vehicle systems, a diesel power unit is usually a
part of at least one locomotive powered by at least one diesel internal
combustion engine and the train further includes a plurality of rail
cars, such as freight cars. Usually more than one locomotive is provided,
wherein the locomotives are considered a locomotive consist. A locomotive
consist is a group of locomotives that operate together in operating a
train. Locomotives are complex systems with numerous subsystems, with
each subsystem being interdependent on other subsystems.

[0008] An operator is usually aboard a locomotive to insure the proper
operation of the locomotive, and when there is a locomotive consist, the
operator is usually aboard a lead locomotive. In addition to ensuring
proper operations of the locomotive or locomotive consist, the operator
also is responsible for determining operating speeds of the train and
forces within the train that the locomotives are part of. To perform this
function, the operator generally must have extensive experience with
operating the locomotive and various trains over the specified terrain.
This knowledge is needed to comply with prescribeable operating
parameters, such as speeds, emissions, and the like that may vary with
the train location along the track. Moreover, the operator is also
responsible for ensuring that in-train forces remain within acceptable
limits.

[0009] In marine applications, an operator is usually aboard a marine
vessel to ensure the proper operation of the vessel, and when there is a
vessel consist, the lead operator is usually aboard a lead vessel. As
with the locomotive example cited above, a vessel consist is a group of
vessels that operate together in operating a combined mission. In
addition to ensuring proper operations of the vessel, or vessel consist,
the lead operator also is responsible for determining operating speeds of
the consist and forces within the consist that the vessels are part of.
To perform this function, the operator generally must have extensive
experience with operating the vessel and various consists over the
specified waterway or mission. This knowledge is needed to comply with
prescribeable operating speeds and other mission parameters that may vary
with the vessel location along the mission. Moreover, the operator is
also responsible for assuring mission forces and location remain within
acceptable limits.

[0010] In the case of multiple diesel power powered systems, which by way
of example and limitation, may reside on a single vessel, power plant or
vehicle or power plant sets, an operator is usually in command of the
overall system to ensure the proper operation of the system, and when
there is a system consist, the operator is usually aboard a lead system.
Defined generally, a system consist is a group of powered systems that
operate together in meeting a mission. In addition to ensuring proper
operations of the single system, or system consist, the operator also is
responsible for determining operating parameters of the system set and
forces within the set that the system are part of. To perform this
function, the operator generally must have extensive experience with
operating the system and various sets over the specified space and
mission. This knowledge is needed to comply with prescribeable operating
parameters and speeds that may vary with the system set location along
the route. Moreover, the operator is also responsible for ensuring that
in-set forces remain within acceptable limits.

[0011] Not all locomotives utilize an operator to control the locomotives
from within the locomotive. Remotely controlled locomotives (RCL) exist.
A RCL is a locomotive that, through use of a radio transmitter and
receiver system, can be operated by a person not physically located at
the controls within the confines of the locomotive cab. The systems are
designed to be fail-safe; that is, if communication is lost, the
locomotive is brought to a stop automatically. Other power systems may be
operated remotely at times as well depending on an intended purpose.

[0012] A typical RCL system has an operator control unit, which is in
wireless communication with a locomotive control unit which is on-board a
RCL. The operator control unit is used by an operator to control the RCL.
The locomotive control unit may include a transmitter for transmitting
locomotive information, such as a condition sensed by one or more sensors
to the operator control unit. The locomotive control unit is configured
to control the throttle and braking systems of the RCL.

[0013] A RCL may be used to traverse various terrains at speeds determined
by the operator who is remotely controlling the RCL. However when using
the RCL as a speed regular, terrain information is not available to the
operator. Therefore, the speed regulator performance is not optimum.
Operators could more effectively operate a RCL if information pertaining
to terrain information is available. Therefore operators as well as
owners of trains being operated remotely would benefit from having such
systems operated more effectively where improved emissions and
performance are realized.

BRIEF DESCRIPTION

[0014] One or more embodiments of the inventive subject matter disclose a
system, method, and computer software code for remotely operating a
powered system, such as but not limited to a remotely controlled vehicle,
such as a locomotive. A system for operating a remotely controlled
powered system includes a feedforward gains element (also referred to as
a feedforward element or prediction element) that is configured to
provide information to the remotely controlled powered system to
establish a velocity, and a feedback gains element (also referred to as a
feedback element or a reporting element) configured to provide
information from the remotely controlled powered system to the
feedforward gains element. The term "element" can refer to a processing
device (e.g., controller, processor, and the like, along with associated
software and/or hard-wired logic or instructions) that performs the
operations described herein.

[0015] In one embodiment, a system (e.g., for remotely controlling
movement of a vehicle) includes a feedforward element and a feedback
element. The feedforward element is configured to be disposed onboard a
remotely controlled vehicle and to receive an operator command for the
vehicle from an operator control unit disposed off-board of the vehicle.
The feedforward element also is configured to predict movements of the
vehicle over an upcoming segment of a route being traveled by the vehicle
based on the operator command and terrain information of the upcoming
segment of the route. The feedback element is configured to be disposed
onboard the vehicle and to determine an actual movement of the vehicle.
The feedforward element is configured to communicate the predicted
movements of the vehicle to the operator control unit and the feedback
element is configured to communicate the actual movement of the vehicle
to the operator control unit such that an operator can examine the
predicted movements and the actual movement in order to remotely control
the vehicle.

[0016] In another embodiment, a method (e.g., for remotely controlling
movement of a vehicle) includes receiving an operator command for
remotely controlling a vehicle from an operator control unit disposed
off-board of the vehicle, predicting movements of the vehicle over an
upcoming segment of a route being traveled by the vehicle, the predicted
movements based on the operator command and terrain information of the
upcoming segment of the route, and monitoring actual movement of the
vehicle as the vehicle travels along the route. The actual movement
includes at least one of an actual speed or actual acceleration at which
the vehicle moves. The method also includes communicating the predicted
movements of the vehicle and the at least one of actual speed or actual
acceleration of the vehicle to the operator control unit so that an
operator can use the predicted movements and the at least one of actual
speed or actual acceleration to determine how to remotely control the
vehicle.

[0017] In another embodiment, an operator control unit (e.g., for a
vehicle) includes an input device, a communication device, and an output
device. The input device is configured to receive an operator command for
a remotely controlled vehicle. The communication device is configured to
transmit the operator command to a feedforward element remotely disposed
onboard the vehicle. The communication device also is configured to
receive predicted movements of the vehicle over an upcoming segment of a
route being traveled by the vehicle and at least one of actual speed or
actual acceleration of the vehicle. The predicted movements are
determined by the feedforward element and based on the operator command
and terrain information of the upcoming segment of the route. The output
device is configured to present the predicted movements and the at least
one of actual speed or actual acceleration of the vehicle to an operator
such that the operator can examine the predicted movements and the at
least one of actual speed or actual acceleration of the vehicle in order
to remotely control the vehicle using the input device.

[0018] A method for operating a remotely controlled powered system is
disclosed as providing for communicating information from an operator
remote from the remotely controlled powered system to the remotely
controlled powered system to establish a velocity. Information is
communicated in a closed-loop configuration from the remotely controlled
powered system to the operator.

[0019] A computer software code operating within a processor and storable
on a tangible and non-transitory computer readable media for operating a
remotely controlled powered system is further disclosed as having a
computer software module for communicating information from an operator
remote from the remotely controlled powered system to the remotely
controlled powered system to establish a velocity. A computer software
module for communicating information in a closed-loop configuration from
the remotely controlled powered system to the operator is further
disclosed.

BRIEF DESCRIPTION OF THE DRAWINGS

[0020] A more particular description of the inventive subject matter
briefly described above will be rendered by reference to specific
embodiments thereof that are illustrated in the appended drawings.
Understanding that these drawings depict only some embodiments of the
inventive subject matter and are not therefore to be considered to be
limiting of the entire scope of the inventive subject matter, embodiments
of the inventive subject matter will be described and explained with
additional specificity and detail through the use of the accompanying
drawings in which:

[0021]FIG. 1 depicts a flow chart of one embodiment of a trip
optimization process;

[0022]FIG. 2 depicts a mathematical model of a powered system that may be
employed in connection with one embodiment;

[0023]FIG. 3 depicts an embodiment of elements of a trip planning system;

[0024]FIG. 4 depicts a diagram illustrating an embodiment of a closed
loop system for remotely controlling a powered system;

[0028]FIG. 8 depicts another embodiment of a segmentation decomposition
for trip planning;

[0029]FIG. 9 depicts another flow chart of one embodiment of trip
optimization;

[0030]FIG. 10 depicts an illustration of a dynamic display for use by an
operator;

[0031]FIG. 11 depicts another illustration of a dynamic display for use
by the operator;

[0032]FIG. 12 depicts another illustration of a dynamic display for use
by the operator;

[0033]FIG. 13 depicts another illustration of a dynamic display for use
by the operator;

[0034]FIG. 14 depicts another illustration of a dynamic display for use
by the operator;

[0035]FIG. 15 depicts an illustration of a portion of the dynamic
display;

[0036]FIG. 16 depicts another illustration for a portion of the dynamic
display;

[0037]FIG. 17A depicts an illustration of a train state displayed on the
dynamic display;

[0038]FIG. 17B depicts another illustration of a train state displayed on
the dynamic display;

[0039]FIG. 17c depicts another illustration of a train state displayed on
the dynamic display screen;

[0040]FIG. 18 depicts an exemplary illustration of the dynamic display
being used as a training device;

[0041]FIG. 19 depicts another illustration of the in-train forces being
display on the dynamic display screen;

[0042]FIG. 20 depicts another illustration for a portion of the dynamic
display screen;

[0043]FIG. 21A depicts an illustration of a dynamic display screen
notifying the operator when to engage the automatic controller;

[0044]FIG. 21B depicts an illustration of a dynamic display screen
notifying the operator when automatic controller is engaged;

[0045]FIG. 22 illustrates one example of a throttle profile that is
predicted by the feedforward element shown in FIG. 4 in order to cause
the vehicle or vehicle system to travel at an operator-selected speed
over an upcoming segment of a route; and

[0046]FIG. 23 illustrates one example of a speed profile that is
predicted by the feedforward element shown in FIG. 4 based on an
operator-selected throttle setting.

DETAILED DESCRIPTION

[0047] Reference will now be made in detail to the embodiments consistent
with the inventive subject matter, examples of which are illustrated in
the accompanying drawings. Wherever possible, the same reference numerals
used throughout the drawings refer to the same or like parts.

[0048] Though embodiments of the inventive subject matter are described
with respect to rail vehicles, or railway transportation systems,
specifically trains and locomotives having diesel engines, embodiments of
the inventive subject matter also are applicable for other uses, such as
but not limited to off-highway vehicles, marine vessels, stationary
units, agricultural vehicles, and transport buses, each which may use at
least one diesel engine, or diesel internal combustion engine, or another
type of engine or power source (e.g., battery). Toward this end, when
discussing a specified mission or plan, the mission or plan includes a
task or requirement to be performed by the powered system, such as travel
along a designated route to a designated location within a designated
time period.

[0049] Therefore, with respect to railway, marine, transport vehicles,
agricultural vehicles, or off-highway vehicle applications, the mission
or plan may refer to the movement of the powered system from a present
location to a destination. In the case of stationary applications, such
as but not limited to a stationary power generating station or network of
power generating stations, a specified mission or plan may refer to an
amount of wattage (e.g., MW/hr) or other parameter or requirement to be
provided by the powered system. Likewise, operating condition of the
power generating unit may include one or more of speed, load, fueling
value, timing, etc. Furthermore, though diesel powered systems are
disclosed, embodiments of the inventive subject matter may also be
utilized with non-diesel powered systems, such as but not limited to
natural gas powered systems, bio-diesel powered systems, etc.

[0050] Furthermore, as disclosed herein, the powered systems may include
multiple engines, other power sources, and/or additional power sources,
such as, but not limited to, battery sources, voltage sources (such as
but not limited to capacitors), chemical sources, pressure based sources
(such as but not limited to spring and/or hydraulic expansion), current
sources (such as but not limited to inductors), inertial sources (such as
but not limited to flywheel devices), gravitational-based power sources,
and/or thermal-based power sources.

[0051] In one example involving marine vessels, a plurality of tugs may be
operating together where all tugs are moving the same larger vessel, and
where each tug is linked in time to accomplish the mission of moving the
larger vessel. In another example, a single marine vessel may have a
plurality of engines. Off-Highway Vehicle (OHV) applications may involve
a fleet of vehicles that have a same mission to move earth, from location
A to location B, where each OHV is linked in time to accomplish the
mission. With respect to a stationary power generating station, a
plurality of stations may be grouped together for collectively generating
power for a specific location and/or purpose. In another embodiment, a
single station is provided, but with a plurality of generators making up
the single station. In one example involving locomotive vehicles, a
plurality of powered systems may be operated together where all are
moving the same larger load, where each system is linked in time to
accomplish the mission of moving the larger load. In another embodiment,
a locomotive vehicle may have more than one diesel powered system.

[0052] Additionally, though examples provided herein are also directed to
remote control locomotives, these examples are also applicable to other
powered systems that are remotely controlled.

[0053] Embodiments of the inventive subject matter solve problems in the
art by providing a system, method, and computer implemented method, such
as a computer software code, for controlling a remote controlled powered
system to improve efficiency of operation of the powered system. With
respect to locomotives, embodiments of the inventive subject matter are
also operable when the locomotive consist is operating in distributed
power (DP) operations.

[0054] An apparatus, such as a data processing system, including a CPU,
memory, I/O, program storage, a connecting bus, and other appropriate
components, can be programmed or otherwise designed to facilitate the
practice of the method of the inventive subject matter. Such a system
would include appropriate program means (e.g., one or more sets of
instructions that direct a processing device, such as a processor, to
perform one or more operations) for executing the method of the inventive
subject matter.

[0055] Also, an article of manufacture, such as a pre-recorded disk or
other similar computer program product, for use with a data processing
system, can include a storage medium and program means recorded thereon
for directing the data processing system to facilitate the practice of
the method of the inventive subject matter. Such apparatus and articles
of manufacture also fall within the spirit and scope of the inventive
subject matter.

[0056] Broadly speaking, one technical effect is to control a remote
controlled powered system where terrain information is used to control
speed of the powered system. To facilitate an understanding of
embodiments of the inventive subject matter, it is described hereinafter
with reference to specific implementations thereof. Embodiments of the
inventive subject matter may be described in the general context of
computer-executable instructions, such as program modules, being executed
by any device, such as but not limited to a computer, designed to accept
data, perform prescribed mathematical and/or logical operations usually
at high speed, where results of such operations may or may not be
displayed. Generally, program modules include routines, programs,
objects, components, data structures, etc. that performs particular tasks
or implement particular abstract data types. For example, the software
programs that underlie embodiments of the inventive subject matter can be
coded in different programming languages, for use with different devices,
or platforms. In the description that follows, examples of the inventive
subject matter may be described in the context of a web portal that
employs a web browser. It will be appreciated, however, that the
principles that underlie embodiments of the inventive subject matter can
be implemented with other types of computer software technologies as
well.

[0057] Moreover, one or more embodiments of the inventive subject matter
may be practiced with other computer system configurations, including
hand-held devices, multiprocessor systems, microprocessor-based or
programmable consumer electronics, minicomputers, mainframe computers,
and the like. One or more embodiments of the inventive subject matter may
also be practiced in distributed computing environments where tasks are
performed by remote processing devices that are linked through a
communications network. In a distributed computing environment, program
modules may be located in both local and remote computer storage media
including memory storage devices. These local and remote computing
environments may be contained entirely within the powered system, or
adjacent powered systems in a consist, or off-board in wayside or central
offices where wireless communication is used.

[0058] Throughout this document, the term "consist" is used. As used
herein, a consist may be described as having one or more powered vehicles
(e.g., vehicles that are capable of generating propulsive force to propel
themselves) in succession, connected together so as to provide motoring
and/or braking capability. The powered vehicles may be directly connected
together where no non-powered vehicles (e.g., vehicles that do not
generate propulsive force to propel themselves, but may consume energy to
power one or more non-propulsion loads) are between the powered vehicles.
A vehicle system (e.g., a train) can have more than one consist. For
example, there can be a lead consist and one or more remote consists,
such as midway in the line of vehicles of the vehicle system and another
remote consist at the end (or other position) of the vehicle system. A
consist may have a single powered vehicle or multiple powered vehicles.
For example, a consist may include a first powered vehicle and one or
more trail powered vehicles. Though a leading powered vehicle along a
direction of travel is usually viewed as the lead powered vehicle, the
lead powered vehicle in a multiple powered vehicle consist may be
physically located in a trailing position along the direction of travel.
Though a consist is usually viewed as involving successive powered
vehicles directly connected with each other, a consist may also be
recognized as a consist even when at least one non-powered vehicle
separates the powered vehicles, such as when the consist is configured
for DP operation (e.g., where throttle and braking commands are relayed
from the lead powered vehicle to the remote powered vehicles by a radio
link or physical cable). Toward this end, the term consist should be not
be considered a limiting factor when discussing multiple powered vehicles
within the same vehicle system.

[0059] As disclosed herein, the idea of a consist may also be applicable
when referring to powered systems such as, but not limited to, marine
vessels, off-highway vehicles, transportation vehicles, agricultural
vehicles, and/or stationary power plants, that operate together so as to
provide motoring, power generation, and/or braking capability. Therefore,
even though the term consist is used herein in regards to certain
illustrative embodiments, this term may also apply to other powered
systems. Similarly, sub-consists may exist. For example, the powered
system may have more than one power generating unit. For example, a power
plant may have more than one diesel electric power unit where
optimization may be at the sub-consist level. Likewise, a powered vehicle
may have more than one power unit (e.g., engine).

[0060] Referring now to the drawings, embodiments of the inventive subject
matter will be described. One or more embodiments of the inventive
subject matter can be implemented in numerous ways, including as a system
(including a computer processing system), a method (including a
computerized method), an apparatus, a computer readable medium, a
computer program product, a graphical user interface, including a web
portal, or a data structure tangibly fixed in a computer readable memory.
Several embodiments of the inventive subject matter are discussed below.

[0061]FIG. 1 depicts an illustration of a flow chart of an embodiment of
the inventive subject matter. As illustrated, instructions are input
specific to planning a trip for a vehicle system 31 (e.g., a train)
either onboard or from a remote location, such as a dispatch center 10.
Such input information includes, but is not limited to, position of the
vehicle system, consist description (such as powered vehicle models),
vehicle power description, performance of powered vehicle traction
transmission, consumption of engine fuel as a function of output power,
generation of emissions as a function of output power, cooling
characteristics, the intended or designated trip route (which may include
effective route grade and curvature as function of location, or an
"effective grade" component to reflect curvature following standard
railroad practices), the vehicle system represented by vehicle makeup and
loading together with effective drag coefficients, and/or trip desired
parameters including, but not limited to, start time and location, end
location, desired travel time, crew (user and/or operator)
identification, crew shift expiration time, and route.

[0062] This data may be provided to a powered vehicle 42 (e.g., a
locomotive) in a number of ways, such as, but not limited to, an operator
manually entering this data into the powered vehicle 42 via an onboard
display, inserting a memory device such as a "hard card" and/or USB drive
containing the data into a receptacle aboard the powered vehicle 42, and
transmitting the information via wireless communication from a central or
wayside location 41, such as a track signaling device and/or a wayside
device, to the powered vehicle 42. Powered vehicle 42 and vehicle system
31 load characteristics (e.g., drag) may also change over the route
(e.g., with altitude, ambient temperature and condition of the route and
vehicles), and the plan may be updated to reflect such changes as needed
by any of the methods discussed above and/or by real-time autonomous
collection of vehicle/vehicle system conditions. This includes, for
example, changes in characteristics of the powered vehicles and/or
vehicle system as detected by monitoring equipment located on or
off-board the powered vehicle(s) 42.

[0063] The route signal system determines the allowable speed of the
vehicle system 31. There are many types of route signal systems and
operating rules associated with each of the signals. For example, some
signals have a single light (on/off), some signals have a single lens
with multiple colors, and some signals have multiple lights and colors.
These signals can indicate that the track is clear and the vehicle system
may proceed at a designated allowable speed. The signals can also
indicate that a reduced speed or stop is required. This reduced speed may
need to be achieved immediately, or at a certain location (e.g., prior to
the next signal or crossing).

[0064] The signal status is communicated to the vehicle system 31 and/or
operator through various devices. Some systems have circuits in the route
and inductive pick-up coils on the powered vehicles 42. Other systems
have wireless communications systems. Signal systems can also require the
operator to visually inspect the signal and take the appropriate actions.

[0065] The signaling system may interface with an on-board signal system
and adjust the speed of the powered vehicle 42 and/or vehicle system 31
according to the inputs and the appropriate operating rules. For signal
systems that require the operator to visually inspect the signal status,
an operator screen disposed onboard the vehicle system 31 can present the
appropriate signal options for the operator to enter based on the
location of the vehicle system 31. The type of signal systems and
operating rules, as a function of location, may be stored in an onboard
database 63.

[0066] Based on the data that is input, a trip plan 12 which reduces fuel
use and/or emissions produced subject to speed limit constraints along
the route with desired start and end times is computed. As used herein,
the term "optimal" includes a maximized quantity, a minimized quantity,
or another increased or decreased quantity, as appropriate. For example,
an optimal trip plan 12 that reduces fuel use and/or emission generation
can reduce the amount of fuel consumed and/or emissions generated during
a trip by a vehicle system relative to the same vehicle system traveling
over the same route according to another, different trip plan. However,
the optimized trip plan may not reduce the fuel consumed and/or emissions
generated to the lowest possible levels. For example, the optimal trip
plan can include designated operational settings, such as throttle
settings, brake settings, power output, speed, and the like, expressed as
a function of time and/or distance along a route. The other, different
trip plan may include one or more other, different operational settings
than the optimal trip plan at the same time and/or location such that
more fuel is consumed and/or more emissions are generated by following
the other, different trip plan than the optimal trip plan. The trip plan
12 contains the designated speed and/or power (notch) settings that the
vehicle system is to follow, expressed as a function of distance and/or
time, and such operating limits, including but not limited to, an upper
designated limitation on notch power and brake settings, speed limits
expressed as a function of location, and the expected fuel used and
emissions generated. In an embodiment, the value for the notch setting is
selected to obtain throttle change decisions about once every 10 to 30
seconds. Alternatively, the throttle change decisions may occur more or
less frequently, if needed and/or desired to follow an optimal speed
profile. The trip plan can provide power settings for the vehicle system,
either at the vehicle system level, consist level, and/or individual
powered vehicle level. Power comprises braking power, motoring power, and
airbrake power. In another embodiment, instead of operating at the
traditional discrete notch power settings, one embodiment of the
inventive subject matter is able to select a continuous power setting
determined as optimal for the profile selected. Thus, for example, if an
optimal profile specifies a notch setting of 6.8, instead of operating at
notch setting 7 (assuming discreet notch settings such as 6, 7, 8, and so
on), the powered vehicle 42 can operate at a notch setting of 6.8.
Allowing such intermediate power settings may bring additional efficiency
benefits as described below.

[0067] The procedure used to compute the trip plan can be any number of
methods for computing a power sequence that drives the vehicle system 31
to reduce (e.g., minimize) fuel consumed and/or emissions generated
subject to operating and schedule constraints, as summarized below. In
some cases, the trip plan may be close enough to one previously
determined, owing to the similarity of the configuration of the vehicle
system, the route, and/or environmental conditions. In these cases, it
may be sufficient to look up the previously determined trip plan within a
database 63 and attempt to follow the previously determined trip plan.
When no previously computed trip plan is suitable, methods to compute a
new one include, but are not limited to, direct calculation of the new
trip plan using differential equation models which approximate the
physics of motion of the vehicle system. The setup involves selection of
a quantitative objective function, commonly a weighted sum (integral) of
model variables that correspond to rate of fuel consumption and/or
emissions generation, plus a term to penalize excessive throttle
variation.

[0068] An optimal control formulation is set up to reduce (e.g., minimize)
the quantitative objective function subject to constraints including but
not limited to, speed limits lower and/or upper limits on power (e.g.,
throttle) settings, upper limits on cumulative and instantaneous
emissions, and the like. Depending on planning objectives at any time,
the problem may be implemented flexibly to reduce fuel consumption
subject to constraints on emissions and speed limits, or to reduce
emissions, subject to constraints on fuel use and arrival time. It is
also possible to implement, for example, a goal to reduce the total
travel time without constraints on total emissions or fuel use where such
relaxation of constraints would be permitted or required for the trip.

[0069] Throughout the document, example equations and objective functions
are presented for reducing fuel consumption. These equations and
functions are for illustration only as other equations and objective
functions can be employed to reduce fuel consumption or to optimize other
powered vehicle/vehicle system operating parameters.

[0070] Mathematically, the problem to be solved may be stated more
precisely. The basic physics are expressed by:

where x is the position of the vehicle system, v is the velocity of the
vehicle system, t is time or distance along a trip (e.g., in miles, miles
per hour, and minutes or hours, as appropriate), and u is the notch
(e.g., throttle) command input. Further, D denotes the distance to be
traveled; Tf the desired arrival time at distance D along the route;
Te is the tractive effort produced by the vehicle system; Ga is
the gravitational drag which depends on the size (e.g., length) of the
vehicle system, makeup of the vehicle system, and/or terrain on which the
vehicle system is located; and R is the net speed dependent drag of the
consist and vehicle system combination. The initial and final speeds can
also be specified, but without loss of generality are taken to be zero
here (e.g., representing the vehicle system being stopped at the
beginning and end of the trip). Finally, the model (e.g., of movement of
the vehicle system, as represented by the equations above) can be readily
modified to include other dynamics such the time lag between a change in
throttle, u, and the resulting actual tractive effort or braking. Using
this model, a control formulation is established to reduce (e.g.,
minimize) the quantitative objective function subject to constraints
including but not limited to, speed limits and upper and/or lower limits
on power (e.g., throttle) settings. Depending on planning objectives at
any time, the problem may be set up flexibly to reduce (e.g., minimize)
fuel consumed subject to constraints on emissions and speed limits, or to
reduce (e.g., minimize) emissions, subject to constraints on fuel use and
arrival time.

[0071] A goal to reduce (e.g., minimize) the total travel time without
constraints on total emissions or fuel use may be implemented, where such
relaxation of constraints would be permitted or required for the trip.
These performance measures can be expressed as a linear combination of
one or more of the following:

The fuel term F in Equation #7 with a term corresponding to emissions
production can be replaced. For example, for emissions as a performance
measure, the following may be used in the linear combination:

In Equation #11, E is the quantity of emissions in gm/hphr for each of
the notches (or power settings). Additionally, a reduction could be
performed based on a weighted total combination of fuel and emissions.

The coefficients of the linear combination depend on the importance
(weight) given to each of the terms. Note that in Equation (OP), u(t) is
the optimizing variable that is the continuous notch position. If
discrete notch is required, e.g. for older vehicles, the solution to
Equation (OP) can be discretized, which may result in lower fuel savings.
Finding a reduced time solution (e.g., α1 set to zero and
α2 set to zero or a relatively small value) is used to find a
lower bound for the achievable travel time (e.g., Tf=Tfmin). In
this case, both u(t) and Tf are optimizing variables. In one
embodiment, the Equation (OP) is solved for various values of Tf
with Tf>Tfmin with α3 set to zero. In this latter
case, Tf is treated as a constraint.

[0073] For those familiar with solutions to such optimal problems, it may
be necessary to adjoin constraints, e.g. the speed limits along the path:

0≦v≦SL(x) (Equation #13)

or when using reduced travel time as the objective, that an end point
constraint is held, e.g., that total fuel consumed be less than what is
in the tank of the vehicle, e.g., via:

i . 0 < ∫ 0 T f F ( u ( t ) )
t ≦ W F ( Equation #14 ) ##EQU00005##

where WF is the fuel remaining in the tank at Tf. Equation (OP)
can be in other forms as well and what is presented above is an exemplary
equation for use in one embodiment of the inventive subject matter. For
example, a variation of Equation (OP) can be used where multiple power
systems, diesel and/or non-diesel, are used to provide multiple
thrusters, such as but not limited to those that may be used when
operating a marine vessel.

[0074] Reference to emissions in the context of one or more embodiments of
the inventive subject matter can be directed toward cumulative emissions
produced in the form of oxides of nitrogen (NOx), carbon oxides
(COx), unburned hydrocarbons (HC), and particulate matter (PM), etc.
However, other emissions may include, but not be limited to an upper
limit on the value of electromagnetic emission, such as a limit on radio
frequency (RF) power output, measured in watts, for respective
frequencies emitted by the vehicle system or powered vehicle. Yet another
form of emission is the noise produced by the powered vehicle or vehicle
system, typically measured in decibels (dB). An emission requirement may
be variable based on a time of day, a time of year, and/or atmospheric
conditions such as weather or pollutant level in the atmosphere. Emission
regulations may vary geographically across a route system, such as a
railroad system. For example, an operating area such as a city or state
may have specified emission objectives, and an adjacent area may have
different emission objectives, for example a lower amount of allowed
emissions or a higher fee charged for a given level of emissions.

[0075] Accordingly, a trip plan for a certain geographic area may be
tailored to include upper limit emission values for each of the regulated
emissions included in the trip plan to meet a predetermined emission
objective required for that area. Typically, for a powered vehicle, these
emission parameters are determined by, but not limited to, the power
(e.g., notch) setting, ambient conditions, engine control method, etc. By
design, the powered vehicles may be required to be compliant with EPA
emission standards, and thus in an embodiment of the inventive subject
matter that reduces emissions, this may refer to trip-total emissions for
which there is no current EPA specification. Operation of the vehicle
system according to the trip plan can be at all times compliant with EPA
emission standards. Because diesel engines are used in other
applications, other regulations may also be applicable. For example,
CO2 emissions are considered in certain international treaties.

[0076] If an objective during a trip is to reduce emissions, the optimal
control formulation, Equation (OP), can be amended to consider this trip
objective. One or more of the trip objectives can vary by geographic
region or trip. For example, for a high priority vehicle system, a
designated travel time may be the only objective on one route because the
vehicle system is high priority traffic. In another example, emission
output could vary from state to state along the planned trip route.

[0077] To solve the resulting optimization problem, in an embodiment the
inventive subject matter transcribes a dynamic optimal control problem in
the time domain to an equivalent static mathematical programming problem
with N decision variables, where the number N depends on the frequency at
which throttle and braking adjustments are made and the duration of the
trip. For typical problems, this N can be in the thousands. For example,
in an embodiment, suppose a train is traveling a 172-mile (276.8
kilometers) stretch of track in the southwest United States. Utilizing
one embodiment of the inventive subject matter, an exemplary 7.6% saving
in fuel used may be realized when using a trip determined and followed
using one embodiment of the inventive subject matter versus an actual
driver throttle/speed history where the trip was determined by an
operator. The improved savings is realized because the optimization
realized by using the embodiment of the inventive subject matter produces
a driving strategy with both less drag loss and little or no braking loss
compared to the manual trip plan of the operator.

[0078] To make the optimization described above computationally tractable,
a simplified mathematical model of the vehicle system may be employed,
such as illustrated in FIG. 2 and the equations discussed above. As
illustrated, certain set specifications, such as but not limited to
information about the consist, route information, vehicle system
information, and/or trip information, are considered to determine a trip
plan, such as an optimized trip plan. Such factors included in the trip
plan include, but are not limited to, speed, distance remaining in the
trip, and/or fuel used. As disclosed herein, other factors that may be
included in the trip plan are notch setting and time. One possible
refinement to the trip plan is produced by driving a more detailed model
with the power sequence generated, to test if other thermal, electrical,
and mechanical constraints are violated. This leads to a modified profile
with speed versus distance that is closest to a run that can be achieved
without harming powered vehicles or vehicle system equipment (e.g.,
satisfying additional implied constraints such as thermal and electrical
limits on the powered vehicle and inter-car forces in the vehicle
system). The equations discussed herein can be utilized with FIG. 2.

[0079] Referring back to FIG. 1, once the trip is started, power commands
are generated 14 to put the trip plan in motion. Depending on the
operational set-up of the embodiment of the inventive subject matter
being used, one command is for the powered vehicle to follow a power
command 16 of the trip plan so as to achieve a designated speed. The
embodiment can obtain actual speed and power information from the consist
of the vehicle system 31. Owing to the inevitable approximations in the
models used for the optimization, a closed-loop calculation of
corrections to optimized power is obtained to track the desired optimal
speed. Such corrections of operating limits can be made automatically or
by the operator.

[0080] In some cases, the model used in the optimization may differ
significantly from the actual vehicle system. This can occur for many
reasons, including but not limited to, extra cargo pickups or setouts,
powered vehicles that fail during travel, and errors in the initial
database 63 or data entry by the operator. For these reasons, a
monitoring system can use real-time vehicle system data to estimate
powered vehicle and/or train parameters in real time 20. The estimated
parameters are then compared to the assumed parameters used when the trip
plan was initially created 22. Based on differences in the assumed and
estimated values, the trip plan may be re-planned 24, should large enough
savings accrue from a new plan.

[0081] Other reasons a trip plan may be revised include directives from a
remote location, such as dispatch, and/or the operator requesting a
change in objectives to be consistent with more global movement planning
objectives. Additional global movement planning objectives may include,
but are not limited to, the schedules of other vehicles or vehicle
systems, allowing exhaust to dissipate from a tunnel, maintenance
operations, etc. Another reason may be due to an onboard failure of a
component. Strategies for re-planning may be grouped into incremental and
major adjustments depending on the severity of the disruption, as
discussed in more detail below. In general, a "new" plan must be derived
from a solution to the optimization problem Equation (OP) described
above, but frequently faster approximate solutions can be found, as
described herein.

[0082] In operation, the powered vehicle 42 can repeatedly monitor system
efficiency and repeatedly update the trip plan based on the actual
efficiency measured, such as when such an update would improve trip
performance. Re-planning computations may be carried out entirely within
the powered vehicle(s) or fully or partially moved to a remote location,
such as dispatch or wayside processing facilities where wireless
technology is used to communicate the plans to the powered vehicle(s) 42.
One embodiment of the inventive subject matter may also generate
efficiency trends that can be used to develop vehicle fleet data
regarding efficiency transfer functions. The fleet-wide data may be used
when determining the initial trip plan, and may be used for network-wide
optimization tradeoff when considering locations of a plurality of
vehicle systems. For example, the travel-time fuel use tradeoff curve as
illustrated in FIG. 4 reflects a capability of a train on a particular
route at a current time, updated from ensemble averages collected for
many similar trains on the same route. Thus, a central dispatch facility
collecting curves like FIG. 4 from many locomotives could use that
information to better coordinate overall train movements to achieve a
system-wide advantage in fuel use or throughput. As disclosed above,
various fuel types, such as but not limited to diesel fuel, heavy marine
fuels, palm oil, bio-diesel, etc., may be used.

[0083] Furthermore, as disclosed above, various energy storage devices may
be used. For example, the amount of power withdrawn from a particular
source, such as a diesel engine and batteries, could be optimized so that
the fuel consumed and/or emissions generated, which may be an objective
function, is reduced. As further illustration, suppose the total power
demand is 2000 horse power (HP), where the batteries can supply 1500 HP
and the engine can supply 4400 HP, the optimum point could be when
batteries are supplying 1200 HP and engine is supplying 200 HP.

[0084] Similarly, the amount of power may also be based on the amount of
energy stored and the need for the energy in the future. For example, if
there is a long high demand coming for power, the battery could be
discharged at a slower rate. For example, if 1000 horsepower hour (HPhr)
is stored in the battery and the demand is 4400 HP for the next 2 hours,
a trip plan may direct the battery to discharge at 800 HP for the next
1.25 hours and then use 3600 HP from the engine for the duration.

[0085] Many events in daily operations can lead to a need to generate or
modify a currently executing plan, where it desired to keep the same trip
objectives, for example when a first vehicle system is not on schedule
for planned meet or pass with a second vehicle system and the first
vehicle system needs to make up time. Using the actual speed, power and
location of the first vehicle system, a comparison can be made between a
planned arrival time and the currently estimated (e.g., predicted)
arrival time 25. Based on a difference in the times, as well as the
difference in parameters (detected or changed by dispatch or the
operator), the trip plan can be adjusted 26. This adjustment may be made
automatically according to a desire (e.g., designated rules) for how such
departures from trip plan should be handled, or alternatives may be
manually proposed for the on-board operator and dispatcher to jointly
decide the best way to get back on trip plan. Whenever a trip plan is
updated but where the original objectives (such as but not limited to
arrival time) remain the same, additional changes may be factored in
concurrently, e.g., new future speed limit changes, which could affect
the feasibility of ever recovering the original plan. In such instances,
if the original trip plan cannot be maintained, or in other words the
vehicle system is unable to meet the original trip plan objectives, as
discussed herein other trip plan(s) may be presented to the operator
and/or remote facility, or dispatch.

[0086] A re-plan may also be made when it is desired to change the
original objectives. Such re-planning can be done at either fixed
preplanned times, manually at the discretion of the operator or
dispatcher, or autonomously when predefined limits, such as operating
limits of the vehicle system, are exceeded. For example, if the current
plan execution is running late by more than a specified threshold, such
as thirty minutes, one embodiment of the inventive subject matter can
revise the trip plan to accommodate the delay at the expense of increased
fuel use, as described above, or to alert the operator and dispatcher how
much of the time can be made up at all (e.g., what minimum time to go or
the maximum fuel that can be saved within a time constraint). Other
triggers for re-plan can also be envisioned based on fuel consumed or the
health of the consist, including but not limited time of arrival, loss of
horsepower due to equipment failure and/or equipment temporary
malfunction (such as operating too hot or too cold), and/or detection of
gross setup errors, such as in the assumed vehicle load. If the change
reflects impairment in the powered vehicle performance for the current
trip, these may be factored into the models and/or equations used in the
revising or formulation of the trip plan.

[0087] Changes in plan objectives can also arise from a need to coordinate
events where the plan for one vehicle system compromises the ability of
another vehicle system to meet objectives and arbitration at a different
level, e.g. the dispatch office is required. For example, the
coordination of meets and passes may be further optimized through
train-to-train communications. Thus, as an example, if a first vehicle
system knows that it is behind schedule in reaching a location for a meet
and/or pass, communications from a second vehicle system can notify the
first vehicle system (and/or dispatch). The operator can then enter
information pertaining to being late into a trip planning system
(described below), wherein the trip planning system will recalculate the
trip plan. One embodiment of the trip planning system can also be used at
a high level, or network level, to allow a dispatch to determine which
vehicle system should slow down or speed up should a scheduled meet
and/or pass time constraint may not be met. As discussed herein, this can
be accomplished by transmitting data from the vehicle systems to the
dispatch to prioritize how each vehicle system should change an
associated planning objective. A choice could be based on either schedule
or fuel saving benefits, depending on the situation.

[0088] More than one trip plan can be determined and presented to the
operator of a vehicle system. In one embodiment, several different trip
plans are presented to the operator, allowing the operator to select the
arrival time and understand the corresponding fuel and/or emission impact
from examination of the several trip plans. Such information can also be
provided to the dispatch for similar consideration, either as a simple
list of alternatives or as a plurality of tradeoff curves such as
illustrated in FIG. 5.

[0089] One embodiment of the inventive subject matter has the ability to
learn and adapt to changes in the vehicle system and consist which can be
incorporated either in the current trip plan and/or in future trip plans.
For example, one of the triggers discussed above is loss of horsepower.
When building up horsepower over time, either after a loss of horsepower
or when beginning a trip, transition logic can be utilized to determine
when desired horsepower is achieved. This information can be saved in a
database 61 for use in determining trip plans for future trips and/or the
current trip (should loss of horsepower occur again in the current trip).

[0090] Likewise, in a similar fashion where multiple thrusters are
available, each thruster may need to be independently controlled. For
example, a marine vessel may have many force producing elements, or
thrusters, such as but not limited to propellers. Each propeller may need
to be independently controlled to produce the output designated by a trip
plan. Therefore, utilizing transition logic, the trip optimizer may
determine which propeller to operate based on what has been learned
previously and by adapting to key changes in operation of the marine
vessel.

[0091]FIG. 3 depicts various elements that may be part of a trip planning
system, according to an embodiment of the inventive subject matter. A
locator element 30 determines a location of the vehicle system 31. The
locator element 30 can be a Global Positioning System (GPS) sensor (e.g.,
receiver), or a system of sensors, that determines the location of the
vehicle system 31. Examples of such other systems may include, but are
not limited to, wayside devices, such as radio frequency automatic
equipment identification (RF AEI) tags, dispatch, and/or video
determination. Another system may include the tachometer(s) onboard the
vehicle system and distance calculations from a reference point. A
wireless communication system 47 may also be provided to allow for
communications between vehicle systems and/or with a remote location,
such as dispatch. Information about travel locations may also be
transferred from other vehicle systems.

[0092] A route characterization element 33 provides terrain information
about the terrain of the route or over which the route extends. This
terrain information can include, but is not limited to, grade, elevation,
curvature, and friction coefficients (e.g., adhesion). The route
characterization element 33 may include an on-board route integrity
database 36. Sensors 38 are used to measure a tractive effort 40 being
hauled by the powered vehicle 42 or consist, throttle setting of the
powered vehicle 42 or consist, powered vehicle 42 or consist
configuration information, speed of the powered vehicle 42 or consist,
individual powered vehicle configuration, individual powered vehicle
capability, and the like. In one embodiment, the configuration
information of the powered vehicle 42 or consist may be loaded without
the use of a sensor 38, but is input in another manner as discussed
above. Furthermore, the health of the powered vehicles 42 in the consist
may also be considered. For example, if one powered vehicle 42 in the
consist is unable to operate above power notch level 5, this information
is used when creating or revising the trip plan.

[0093] Information from the locator element may also be used to determine
an appropriate arrival time of the vehicle system 31. For example, if
there is a first vehicle system 31 moving along a route 34 (e.g., a
track) toward a destination, no other vehicle system is following behind
the first vehicle system, and the first vehicle system 31 has no fixed
arrival deadline to adhere to, the locator element, including but not
limited to RF AEI tags, dispatch, and/or video determination, may be used
to gage the exact location of the first vehicle system 31. Furthermore,
inputs from these signaling systems may be used to adjust the speed of
the vehicle system. Using the on-board track database, discussed below,
and the locator element, such as GPS, the trip planning system can adjust
an operator interface (e.g., display) to reflect the signaling system
state at the given location of the vehicle system. In a situation where
signal states would indicate restrictive speeds ahead, the trip planning
system may elect to slow the vehicle system to conserve fuel.

[0094] Information from the locator element 30 may also be used to change
planning objectives as a function of distance to destination. For
example, owing to inevitable uncertainties about congestion along the
route, "faster" time objectives on the early part of a route may be
employed as a hedge against delays that statistically occur later. If it
happens on a particular trip that delays do not occur, the objectives on
a latter part of the journey can be modified to exploit the built-in
slack time that was banked earlier, and thereby recover some fuel
efficiency. A similar strategy could be invoked with respect to emissions
restrictive objectives, e.g., approaching an urban area.

[0095] As an example of the hedging strategy, if a trip is planned from
New York to Chicago, the system may have an option to operate a train
slower at either the beginning of the trip or at the middle of the trip
or at the end of the trip. The trip planning system can create or modify
the trip plan to allow for slower operation at the end of the trip since
unknown constraints, such as but not limited to weather conditions, track
maintenance, etc., may develop and become known during the trip. As
another consideration, if traditionally congested areas are known, the
plan is developed with an option to have more flexibility around these
traditionally congested regions. Therefore, the trip planning system may
also consider weighting/penalty as a function of time/distance into the
future and/or based on known/past experience. Such planning and
re-planning can take weather conditions, track conditions, other trains
on the track, etc., into consideration at any time during the trip so
that the trip plan is adjusted accordingly.

[0096]FIG. 3 further discloses other elements that may be part of one
embodiment of the trip planning system. A processor 44 receives
information from the locator element 30, track characterizing element 33,
and sensors 38. An algorithm 46 operates within the processor 44. The
algorithm 46 can represent one or more sets of instructions (e.g.,
computer software modules or codes) stored on a tangible and
non-transitory computer readable medium (e.g., a computer memory). The
algorithm 46 is used by the processor 44 (e.g., the algorithm 46 directs
the processor 44) to compute a trip plan based on parameters involving
the powered vehicle 42, vehicle system 31, route 34, and objectives of
the trip, as described above. Additional information (such as trip
manifest data) also can be provided and may be retained in a database,
such as but not limited to the database 36. In one embodiment, the trip
plan is established based on models for behavior of the vehicle system as
the vehicle system 31 moves along the route 34 as a solution of
non-linear differential equations derived from physics with simplifying
assumptions that are provided in the algorithm. The algorithm 46 has
access to the information from the locator element 30, track
characterizing element 33, and/or sensors 38 to create the trip plan that
reduces fuel consumption and/or emissions of the powered vehicle 42
and/or consist, establishes a desired trip time, and/or ensures proper
crew operating time aboard the powered vehicle 42 and/or consist. In one
embodiment, a driver or operator, and/or controller element, 51 is also
provided. The controller element 51 is used for controlling the vehicle
system as the vehicle system follows the trip plan. In one embodiment
discussed further herein, the controller element 51 makes operating
decisions autonomously. In another embodiment, the operator may be
involved with directing the vehicle system to follow the trip plan.

[0097] A feature of one embodiment of the inventive subject matter is the
ability to initially create and quickly modify "on the fly" any trip plan
that is being executed. This includes creating the initial trip plan when
a long distance is involved, owing to the complexity of the plan
optimization algorithm 46. When a total length of a trip profile exceeds
a given distance, the algorithm 46 may be used to segment the mission,
wherein the mission may be divided by waypoints. Though only a single
algorithm 46 is discussed, more than one algorithm may be used (or that
the same algorithm may be executed a plurality of times), wherein the
algorithms may be connected together. The waypoint may include natural
locations where the vehicle system 31 stops, such as, but not limited to,
sidings where a meet with opposing traffic (or pass with a train behind
the current train) is scheduled to occur on a single-track rail, or at
yard sidings or industry where cars are to be picked up and set out, and
locations of planned work. At such waypoints, the vehicle system 31 may
be required to be at the location at a scheduled time and be stopped or
moving with speed in a specified range. The time duration from arrival to
departure at waypoints is called "dwell time."

[0098] With respect to a remote controlled powered vehicle, such as but
not limited to a remotely controlled locomotive (RCL), the elements
disclosed in FIG. 3 may further be used to provide for speed regulation
of the RCL. Specifically, terrain information, such as but not limited to
information contained in the route database 36 may be used to optimize
speed regulation. As disclosed, the information in the route database 36
may be obtain manually and/or automatically (e.g., such as but not
limited to an AEI tag reader). Speed regulation is performed by
commanding a speed regulator 55 aboard the RCL. The speed regulator 55
may receive an input signal, such as an input speed or a designated
speed, and create a control signal. The control signal can be
communicated to the controller element 51 to cause the controller element
51 to change throttle and/or brake settings and cause the powered vehicle
42 to travel at the speed that is input into the speed regulator 55. An
operator control unit 299, is also disclosed.

[0099]FIG. 4 discloses a block diagram illustrating one embodiment of a
feedforward element 293 and a feedback element 291 that are used to
control the speed regulator. As illustrated, a closed-loop process 300 is
disclosed. As described below, the process 300 can be used to receive an
operator command to control the vehicle 42, to predict how the vehicle 42
will operate based on the command that is remotely received from the
operator, and to provide feedback on actual operations of the vehicle 42
to the operator. Information, such as either a motoring command or a
braking command, is remotely input to the powered vehicle 42 from the
operator control unit 299. This information can be an operator command
(e.g., a command that is generated or input by an operator of the control
unit 299). One example of an operator command is an operator-selected
speed at which the vehicle 42 or system 31 is to travel. Another example
is an operator-selected location to which the vehicle 42 or system 31 is
to travel within a designated or operator-selected time. For example, the
operator can input a command into the control unit 299 that instructs the
vehicle 42 or system 31 to travel 1,000 feet or meters within 2 minutes.
Another example of an operator command is an operator-selected distance
in which the vehicle 42 or system 31 is to stop within. For example, for
a moving vehicle 42, the operator can direct the vehicle 42 to stop
within the next 1,000 feet or meters using an operator command that is
input into the control unit 299. Other operator commands alternatively or
additionally may be used. Terrain information, as well as other
operational information is provided from the feedback element 291 onboard
the powered vehicle 42 back to the operator control unit 299. This
operational information can represent actual operations of the vehicle 42
or system 31, such as an actual (e.g., current or previous) speed and/or
acceleration of the vehicle 42 or system 31. Based on the information
being relayed from the feedback element 291, the operator is able to use
the operator control unit 299 to adjust, or regulate speed, of the
powered vehicle 42.

[0100] The operator control unit 299 may include an output device 297,
such as a display area, to display information, or feedback information,
such as is disclosed below with respect to FIGS. 8-19B. The feedback
information may be either visual, audible, alphanumeric, text based,
and/or a combination of any of these examples.

[0101]FIG. 5 discloses a flowchart illustrating an embodiment for
operating a remotely controlled powered system. As disclosed in the
flowchart 991, information is communicated from an operator who is remote
(e.g., off-board) from the remotely controlled powered system to the
powered system, at 992. This information can include one or more of the
operator commands described above. Information is communicated in a
closed-loop configuration from the remotely controlled powered system to
the operator, at 993. This information can include predictive
information, such as a prediction of how the vehicle 42 or system 31 may
operate based on the operator command that is input and the terrain
information. The information may include reporting information, such as a
reporting of an actual speed and/or acceleration at which the vehicle 42
and/or system 31 is currently traveling or previously traveled. The
operator may remotely control the vehicle 42 in response to the
information received, at 994. The information communicated to the
operator may include terrain information, at 995. The flowchart 991
disclosed in FIG. 5 may also be implemented with a computer software code
that operates within a processor and is storable on a computer readable
media.

[0102] In one embodiment, the feedforward element 293 is a processing
device (e.g., a processor, controller, or the like) disposed onboard the
powered vehicle that obtains a selected speed of the powered vehicle 42.
The operator control unit 299 can be disposed off-board the powered
vehicle 42 to allow the operator having the operator control unit 299 to
remotely control movement of the powered vehicle 42. The operator control
unit 299 includes one or more input devices 301, such as one or more
buttons, switches, touchscreens, knobs, or other actuators, that are used
by an operator to input an operator command. As described above, the
operator command can include a selected speed at which the powered
vehicle 42 is to travel, a distance that the vehicle 42 is to travel
within a time period, and/or a distance that the vehicle 42 is to stop
within a time period.

[0103] The operator control unit 299 also includes a processing device
302, such as a processor, controller, and the like, that receives the
selected speed from the input device 301. The processing device 302 can
generate an output signal 304 that represents the operator command based
on the actuation of the input device 301. The processing device 302
communicates the output signal to the powered vehicle 42 (e.g., to a
wireless communication device, such as an antenna and associated
circuitry, of the powered vehicle 42) via a communication device 303 so
that the feedforward element 293 can receive the operator command. The
communication device 303 can represent an antenna and associated
circuitry that can wirelessly communicate with the powered vehicle 42.

[0104] Alternatively or additionally, the operator command may be obtained
or derived from a trip plan of the powered vehicle 42. The trip plan can
include designated speeds, power outputs, stops, locations, and the like,
of the powered vehicle 42, as described above.

[0105] The feedforward element 293 receives the output signal 304 that is
indicative of the operator command from the operator control unit 299.
For example, the feedforward element 293 may be connected with a wireless
communication system of the powered vehicle for receiving the output
signal 304 from the communication device 303 of the operator control unit
299. The feedback element 291 can be a processing device (e.g., a
processor, controller, or the like) that is separate from the feedforward
element 293 and that is disposed onboard the powered vehicle 42.
Alternatively, the feedback element 291 can be the same processing device
as the feedforward element 293.

[0106] The feedforward element 293 uses the operator command along with
terrain information of an upcoming segment of the route being traveled by
the powered vehicle 42 in order to predict operations of the vehicle 42.
The predicted operations can include predicted throttle settings of the
vehicle 42 that may be necessary to cause the vehicle 42 to travel
according to the operator command over an upcoming segment of the route.
For example, the predicted operations from the feedforward element 293
can include designated throttle settings that should be used such that
the vehicle 42 travels at or within a designated range of the selected
speed. As described below, the predicted operations can be provided in a
power or throttle setting (e.g., notch) profile with the power or
throttle settings that are predicted to be needed to cause the vehicle 42
to travel according to the operator command expressed as a function of
distance over the upcoming segment of the route. The predicted operations
also or alternatively can include predicted speeds at which the vehicle
42 or system 31 will travel if the operator command is implemented. For
example, if the operator command is a throttle setting, then the
predicted operations from the feedforward element 293 can be a profile of
the predicted speed at which the vehicle 42 will travel over the upcoming
segment of the route (expressed as a function of distance) if the
operator-selected throttle setting is used to control the vehicle 42. The
predicted operations can be at least partially based on terrain
information of the upcoming segment of the route. For example, the
feedforward element 293 may be communicatively coupled with the route
database 36 onboard the vehicle 42 so that the feedforward element 293
can obtain terrain information for an upcoming segment of the route.

[0107] The feedforward element 293 can examine the operator command and
the terrain information to determine the predicted operations. With
respect to predicting the throttle settings that are needed to cause the
vehicle 42 or system 31 to travel at an operator-selected speed, the
feedforward element 293 may predict that greater notch settings (e.g.,
greater tractive effort and/or power output) may be needed to cause the
vehicle 42 to travel at the selected speed over uphill grades, but lesser
notch settings (e.g., less tractive effort and/or power output) are
needed to cause the vehicle 42 to travel at the selected speed over
downhill grades. The feedforward element 293 may predict the designated
throttle settings based on vehicle information, such as the size (e.g.,
length and/or mass) of the vehicle system 31, the current speed and/or
inertia of the vehicle system 31, the power output capability of the
vehicle system 31, and the like. For example, for smaller vehicle systems
31, faster moving vehicle systems 31, and/or vehicle systems 31 having
greater inertia and/or power output capabilities, the feedforward element
293 may select a smaller designated throttle setting to achieve a
selected speed when compared to larger vehicle systems 31, slower moving
vehicle systems 31, and/or vehicle systems 31 having lesser inertia
and/or power output capabilities.

[0108]FIG. 22 illustrates one example of a throttle profile 2200 that is
predicted by the feedforward element 293 in order to cause the vehicle 42
or system 31 to travel at an operator-selected speed over an upcoming
segment of a route. The throttle profile 2200 is shown alongside a
horizontal axis 2202 that represents distance, such as a distance from a
current location of the powered vehicle 42 or system 31. Alternatively,
the horizontal axis 2202 may represent time from a current time. The
throttle profile 2200 also is shown alongside a vertical axis 2204 that
represents predicted throttle settings of the powered vehicle 42, such as
the notch settings of a locomotive that may need to be implemented when
the vehicle 42 is at the corresponding location in order to cause the
vehicle 42 or system 31 to travel at the operator-selected speed. The
increasing positive throttle settings represent increasing amounts of
tractive effort and/or power generated by the powered vehicle 42. The
increasingly negative throttle settings represent increasing amounts of
braking effort applied by the powered vehicle 42.

[0109] The throttle profile 2200 can indicate which throttle settings may
need to be used to cause the powered vehicle 42 to travel at the
operator-selected speed over the upcoming segment of a route. For
example, for a selected speed, the throttle setting needs to increase
from a setting of one to a setting of three from a current location of
the vehicle 42 to a location that is approximately 750 feet or meters
away from the current location. This can represent an uphill grade in the
upcoming segment of the route. From approximately 1100 feet or meters
away and onward, the throttle setting may need to decrease (and
eventually require application of brakes) in order to cause the vehicle
42 to maintain the operator selected speed. This can represent a
subsequent downhill grade in the upcoming segment of the route.

[0110] Another example of predictive information that may be provided by
the feedforward element 293 is predicted speeds at which the vehicle 42
may travel if an operator command (e.g., an operator-selected throttle
setting) is implemented and maintained during travel over an upcoming
segment of the route. This predictive information may be communicated to
the operator as a speed profile of the vehicle 42 or system over the
upcoming segment of the route.

[0111]FIG. 23 illustrates one example of a speed profile 2300 that is
predicted by the feedforward element 293 based on an operator-selected
throttle setting. The speed profile 2300 is shown alongside a horizontal
axis 2302 that represents distance, such as a distance from a current
location of the powered vehicle 42 or system 31. Alternatively, the
horizontal axis 2302 may represent time from a current time. The speed
profile 2300 also is shown alongside a vertical axis 2304 that represents
predicted speeds of the powered vehicle 42 or system 31, such as the
speeds at which the vehicle 42 is predicted to travel based on the
terrain of the upcoming segment of the route if the operator-selected
throttle setting is maintained. For example, if the operator command is a
notch setting of 2, then the speed profile 2300 may indicate that, if the
powered vehicle 42 remains at notch 2 over the upcoming segment of the
route represented by the horizontal axis 2302, then the vehicle 42 is
predicted to travel at the speeds represented by the speed profile 2300.

[0112] In the illustrated example, if the operator-selected throttle
setting is maintained, then the speed profile 2300 indicates that the
vehicle 42 will slow down from a speed of nine (e.g., miles or kilometers
per hour) to a speed of four from a current location to a location that
is approximately 2100 meters or feet away. The vehicle 42 may then
maintain an approximately constant speed until the vehicle 42 reaches a
location that is approximately 3000 meters or feet away. At that
location, maintaining the same throttle setting may cause the vehicle 42
to accelerate to a speed of approximately five for locations beyond 3000
meters or feet away from the current location. The projected speeds of
the speed profile 2300 may result from an upcoming segment of a route
that includes an uphill grade from a current location to a location that
is approximately 2100 meters or feet away, followed by a flat terrain for
the next approximately 1000 meters or feet, and followed by a downhill
grade.

[0113] Returning to the discussion of FIG. 4, the feedforward element 293
communicates the predictive information (e.g., the throttle profile
and/or speed profile) to the operator control unit 299 as a feedforward
signal 305. The feedforward signal 305 can be wirelessly communicated to
the operator control unit 299 and can include the designated throttle
setting. The communication device 303 of the operator control unit 303
can receive the signal 305 and convey the signal 305 to the processing
device 302. The processing device 302 can extract the throttle profile
and/or speed profile from the signal 305 and present the throttle profile
and/or speed profile to the operator of the operator control unit 299,
such as by using the output device 297.

[0114] The feedback element 291 monitors actual operations of the powered
vehicle 42 and communicates reporting information, such as actual speeds
and/or accelerations of the vehicle 42 and/or system 31, to the operator
control unit 299. The feedback element 291 may obtain the actual
operations from one or more sensors, such as tachometers, Global
Positioning System receivers, and the like.

[0115] Returning to the discussion of FIG. 4, the feedback element 291 can
provide the reporting information to the operator control unit 299 as a
feedback signal 306. The processing device 302 can direct the output
device 297 to present the predictive information and/or the reporting
information to the operator. For example, the output device 297 can
display one or more profiles (e.g., throttle profiles and/or speed
profiles) similar to the profiles 2200, 2300 shown in FIGS. 22 and 23
and/or actual speeds or accelerations of the vehicle 42. The operator may
examine the predictive information and/or reporting information and
determine or vary the operator command that is input into the operator
control unit 299. For example, the operator may use the reporting
information and predictive information in order to determine what
throttle setting to input into the operator control unit 299. The
operator may input an operator command, receive the predicted information
and/or reporting information, and then change the operator command or use
the operator command to control the vehicle 42 based on the predicted
information and/or reporting information.

[0116] Returning to the discussion of the trip planning system, in one
embodiment, the trip planning system is able to break down a longer trip
into smaller segments. Each segment can be somewhat arbitrary in length,
but is typically picked at a natural location such as a stop or
significant speed restriction, or at key mileposts that define junctions
with other routes. Given a partition, or segment, selected in this way, a
driving plan is created for each segment of route as a function of travel
time taken as an independent variable, such as shown in FIG. 6. The fuel
used/travel-time tradeoff associated with each segment can be computed
prior to the vehicle system 31 reaching that segment of the route. A
total trip plan can be created from the driving plans created for each
segment. The trip planning system can distribute travel time amongst all
the segments of the trip in an way so that a required or designated total
trip time is satisfied and the total fuel consumed over all the segments
is reduced relative to another plan (e.g., is as small as possible). An
example three segment trip plan is shown in FIG. 7 and discussed below.
Alternatively, the trip plan may comprise a single segment representing
the complete trip.

[0117]FIG. 6 depicts an embodiment of a fuel-use/travel time curve 50.
The curve 50 can represent one example of a trip plan. As mentioned
previously, such a curve 50 can be created when calculating a trip plan
for various travel times for each segment. That is, for a given travel
time 49, fuel used 53 is the result of a driving plan computed as
described above. Once travel times for each segment are allocated, a
power/speed plan is determined for each segment from the previously
computed solutions. If there are any waypoint constraints on speed
between the segments, such as, but not limited to, a change in a speed
limit, the constraints are matched up during creation of the trip plan.
If speed restrictions change in only a single segment, the fuel
use/travel-time curve 50 may be re-computed for only the segment changed.
This reduces time for having to re-calculate more parts, or segments, of
the trip. If the consist or vehicle system changes significantly along
the route, e.g., from loss of a powered vehicle or pickup or set-out of
cars, then driving profiles for all subsequent segments may be
recomputed, thereby creating new instances of the curve 50. These new
curves 50 would then be used along with new schedule objectives to plan
the remaining trip.

[0118] Once a trip plan is created as discussed above, a trajectory of
speed and power versus distance is used to reach a destination with
reduced fuel use and/or emissions at the required trip time. There are
several ways in which to execute the trip plan. As provided below in more
detail, in one embodiment, when in an operator "coaching" mode,
information is displayed to the operator for the operator to follow to
achieve the required power and speed determined according to the trip
plan. In this mode, the operating information includes suggested
operating conditions that the operator should use. In another embodiment,
acceleration and maintaining a constant speed are autonomously performed.
When the vehicle system 31 is to be slowed, the operator can be
responsible for applying a braking system 52. In another embodiment,
commands for powering and braking are provided as required to follow the
desired speed-distance path.

[0119] Feedback control strategies can be used to provide corrections to
the power control sequence in the profile to correct for events such as,
but not limited to, vehicle system load variations caused by fluctuating
head winds and/or tail winds. Another such error may be caused by an
error in vehicle system parameters, such as, but not limited to, mass
and/or drag, when compared to assumptions in the trip plan. A third type
of error may occur with information contained in the route database 36.
Another possible error may involve un-modeled performance differences due
to the engine, traction motor thermal duration, and/or other factors.
Feedback control strategies compare the actual speed as a function of
position to the speed in the trip plan. Based on this difference, a
correction to the trip plan is added to drive the actual velocity toward
the trip plan. To ensure stable regulation, a compensation algorithm may
be provided which filters the feedback speeds into power corrections so
that closed-performance stability is ensured. Compensation may include
standard dynamic compensation as used in control system design to meet
performance objectives.

[0120] One or more embodiments of the inventive subject matter allow the
simplest and therefore fastest means to accommodate changes in trip
objectives, which can be the rule, rather than the exception in railroad
operations. In one embodiment, to determine the fuel-optimal trip from
point A to point B where there are stops along the way, and for updating
the trip for the remainder of the trip once the trip has begun, a
sub-optimal decomposition method is usable for finding a trip plan. Using
modeling methods, the computation method can find the trip plan with
specified travel time and initial and final speeds, so as to satisfy all
the speed limits and vehicle capability constraints when there are stops.
Though the following discussion is directed towards reducing fuel use, it
can also be applied to optimize other factors, such as, but not limited
to, emissions, schedule, crew comfort, and load impact. The method may be
used at the outset in developing a trip plan, and more importantly to
adapting to changes in objectives after initiating a trip.

[0121] As discussed herein, one or more embodiments of the inventive
subject matter may employ a setup as illustrated in the flow chart
depicted in FIG. 7, and as a segment example depicted in detail in FIG.
8. As illustrated, the trip may be broken into two or more segments, T1,
T2, and T3. (As noted above, it is possible to consider the trip as a
single segment.) As discussed herein, the segment boundaries may not
result in equal segments. Instead, the segments may use natural or
mission specific boundaries. Trip plans are pre-computed for each
segment. If fuel use versus trip time is the trip objective to be met,
fuel versus trip time curves are built for each segment. As discussed
herein, the curves may be based on other factors, wherein the factors are
objectives to be met with a trip plan. When trip time is the parameter
being determined, trip time for each segment is computed while satisfying
the overall trip time constraints. FIG. 8 illustrates speed limits 97 for
an exemplary segment, 200-mile (321.9 kilometers) trip. Further
illustrated are grade changes 98 over the 200-mile (321.9 kilometers)
trip. A combined chart 99 illustrating curves for each segment of the
trip of fuel used over the travel time is also shown.

[0122] Using the control setup described previously, the present
computation method can find the trip plan with specified travel time and
initial and final speeds, so as to satisfy the speed limits and
capability constraints of the vehicle system when there are stops. Though
the following detailed discussion is directed towards reducing fuel use,
it can also be applied to optimize other factors as discussed herein,
such as, but not limited to, emissions. A key flexibility is to
accommodate desired dwell time at stops and to consider constraints on
earliest arrival and departure at a location as may be required, for
example, in single-track operations where the time to be in or get by a
siding is critical.

[0123] One or more embodiments of the inventive subject matter find a
fuel-optimal trip plan from distance D0 to DM, traveled in time
T, with M-1 intermediate stops at D1, . . . , DM-1, and with
the arrival and departure times at these stops constrained by:

tmin(i)≦tarr(Di)≦tmax(i)-Δti (Equation #15)

tarr(Di)+Δti≦tdep(Di)≦t.sub-
.max(i) (Equation #16)

i=1, . . . , M-1 (Equation #17)

where tarr(Di), tdep(Di) and Δti are the
arrival, departure, and designated (e.g., lower or minimum) stop time at
the ith stop, respectively. Assuming that fuel-optimality implies
minimizing or reducing stop time, therefore
tdep(Di)=tarr(Di)+Δti, which eliminates
the second inequality above. Suppose for each i=1, . . . , M, the
fuel-optimal trip plan from Di-1 to Di for travel time t,
Tmin(i)≦t≦Tmax(i), is known. Let Fi (t) be
the fuel-use corresponding to this trip. If the travel time from
Dj-1 to Dj is denoted Tj, then the arrival time at Di
is given by:

[0124] Once a trip is underway, the issue is re-determining the
fuel-optimal solution for the remainder of a trip (originally from
D0 to DM in time T) as the trip is traveled, but where
disturbances preclude following the fuel-optimal solution. Let the
current distance and speed be x and v, respectively, where
Di-1<x≦Di. Also, let the current time since the
beginning of the trip be tact. Then the fuel-optimal solution for
the remainder of the trip from x to DM, which retains the original
arrival time at DM, is obtained by finding {tilde over (T)}i,
Tj, j=i+1, . . . M, which minimize or reduce:

Here, {tilde over (F)}i(t, x, v) is the fuel-used of the trip plan
from x to Di, traveled in time t, with initial speed at x of v.

[0125] As discussed above, one way to enable more efficient re-planning is
to construct the optimal solution for a stop-to-stop trip from
partitioned segments. For the trip from Di-1 to Di, with travel
time Ti, choose a set of intermediate points Dij, j=Ni-1.
Let Di0=Di-1 and DiNi=Di. Then express the
fuel-use for the trip plan from Di-1 to Di as:

where fij(t, vi,j-1, vij) is the fuel-use for the trip
plan from Di,j-1 to Dij, traveled in time t, with initial and
final speeds of vi,j-1 and vij. Furthermore, tij is the
time in the optimal trip corresponding to distance Dij. By
definition, tiNi-ti0=Ti. Since the train is stopped
at Di0 and DiNi, vi0=viNi=0.

[0126] The above expression enables the function Fi(t) to be
alternatively determined by first determining the functions
fij(•),1≦j≦Ni, then finding
τij,1≦j≦Ni and
vij,1≦j<Ni, which minimize or reduce:

By choosing Dij (e.g., at speed restrictions or meeting points),
vmax(i,j)-vmin(i,j) can be minimized or reduced, thus
minimizing or reducing the domain over which fij( ) needs to be
known.

[0127] Based on the partitioning above, a simpler suboptimal re-planning
approach than that described above is to restrict re-planning to times
when the vehicle system is at distance points Dij,
1≦i≦M, 1≦j≦Ni. At point Dij, the
new trip plan from Dij to DM can be determined by finding
τik, j<k≦Ni, vik, j<k<Ni, and
Σmn, i<m≦M, 1≦n≦Nm, vmn,
i<m≦M, 1≦n<Nm, which minimize or reduce:

[0128] A further simplification is obtained by waiting on the
re-computation of Tm, i<m≦M, until distance point Di
is reached. In this way, at points Dij between Di-1 and
Di, the minimization or reducing above may need only be performed
over τik, j<k≦Ni, vik, j<k<Ni.
Ti is increased as needed to accommodate any longer actual travel
time from Di-1 to Dij than planned. This increase is later
compensated, if possible, by the re-computation of Tm,
i<m≦M, at distance point Di.

[0129] With respect to the closed-loop configuration disclosed above, the
total input energy required to move the vehicle system 31 from point A to
point B includes the sum of four components, specifically, difference in
kinetic energy between points A and B; difference in potential energy
between points A and B; energy loss due to friction and other drag
losses; and energy dissipated by the application of brakes. Assuming the
start and end speeds to be equal (e.g., stationary), the first component
is zero. Furthermore, the second component is independent of driving
strategy. Thus, it can suffice to minimize or reduce the sum of the last
two components.

[0130] Following a constant speed profile can minimize or reduce drag
loss. Following a constant speed profile also can minimize or reduce
total energy input when braking is not needed to maintain constant speed.
If braking is required to maintain constant speed, however, applying
braking just to maintain constant speed is likely to increase total
required energy because of the need to replenish the energy dissipated by
the brakes. A possibility exists that some braking may actually reduce
total energy usage if the additional brake loss is more than offset by
the resultant decrease in drag loss caused by braking, by reducing speed
variation.

[0131] After completing a re-plan from the collection of events described
above, the new optimal notch/speed plan can be followed using the closed
loop control described herein. However, in some situations there may not
be enough time to carry out the segment decomposed planning described
above, and particularly when there are critical speed restrictions that
must be respected, an alternative may be needed. One or more embodiments
of the inventive subject matter accomplish this with an algorithm
referred to as "smart cruise control." The smart cruise control algorithm
is an efficient way to generate, on the fly, an energy-efficient (hence
fuel-efficient) sub-optimal prescription for driving the vehicle system
31 over a known terrain. This algorithm assumes knowledge of the position
of the vehicle system 31 along the route 34 at all times, as well as
knowledge of the grade and curvature of the route versus position. The
method can use a point-mass model for the motion of the vehicle system
31, whose parameters may be adaptively estimated from online measurements
of motion of the vehicle system, as described earlier.

[0132] In one embodiment, the smart cruise control algorithm has three
components, specifically, a modified speed limit profile that serves as
an energy-efficient (and/or emissions efficient or any other objective
function) guide around speed limit reductions; an ideal throttle or
dynamic brake setting profile that attempts to balance between minimizing
or reducing speed variation and braking; and a mechanism for combining
the latter two components to produce a notch command, employing a speed
feedback loop to compensate for mismatches of modeled parameters when
compared to reality parameters. Smart cruise control can accommodate
strategies in embodiments of the inventive subject matter that do no
active braking (e.g., the driver is signaled and assumed to provide the
requisite braking) or a variant that does active braking.

[0133] With respect to the cruise control algorithm that does not control
dynamic braking, the three components are a modified speed limit profile
that serves as an energy-efficient guide around speed limit reductions, a
notification signal directed to notify the operator when braking should
be applied, an ideal throttle profile that attempts to balance between
minimizing or reducing speed variations and notifying the operator to
apply braking, a mechanism employing a feedback loop to compensate for
mismatches of model parameters to reality parameters.

[0134] Also included in one or more embodiments of the inventive subject
matter is an approach to identify key parameter values of the vehicle
system 31. For example, with respect to estimating vehicle system mass, a
Kalman filter, and a recursive least-squares approach may be utilized to
detect errors that may develop over time.

[0135]FIG. 9 depicts a flow chart of one embodiment of the inventive
subject matter. As discussed previously, a remote facility, such as a
dispatch 60, can provide information. As illustrated, such information is
provided to an executive control element 62. Also supplied to the
executive control element 62 is information from a vehicle modeling
database 63, information from the route database 36 such as, but not
limited to, route grade information and speed limit information,
estimated train parameters such as, but not limited to, vehicle system
weight and drag coefficients, and fuel rate tables from a fuel rate
estimator 64. The executive control element 62 supplies information to
the planner 12, which is disclosed in more detail in FIG. 1. Once a trip
plan has been calculated, the plan is supplied to a driving advisor,
driver, or controller element 51. The trip plan is also supplied to the
executive control element 62 so that it can compare the trip when other
new data is provided.

[0136] As discussed above, the driving advisor 51 can automatically set a
notch power, either a pre-established notch setting or an optimum
continuous notch power. In addition to supplying a speed command to the
powered vehicle 42, a display 68 is provided so that the operator can
view what the planner has recommended. The operator also has access to a
control panel 69. Through the control panel 69 the operator can decide
whether to apply the notch power recommended. Towards this end, the
operator may limit a targeted or recommended power. That is, at any time
the operator may have final authority over what power setting the consist
will operate at. This includes deciding whether to apply braking if the
trip plan recommends slowing the vehicle system 31. For example, if
operating in dark territory, or where information from wayside equipment
cannot electronically transmit information to a vehicle system and
instead the operator views visual signals from the wayside equipment, the
operator inputs commands based on information contained in the route
database and visual signals from the wayside equipment. Based on how the
vehicle system 31 is functioning, information regarding fuel measurement
is supplied to the fuel rate estimator 64. Since direct measurement of
fuel flows is not typically available in a consist, the information on
fuel consumed so far within a trip and projections into the future
following trip plans can be carried out using calibrated physics models
such as those used in developing the optimal plans. For example, such
predictions may include, but are not limited to, the use of measured
gross horse-power and known fuel characteristics and emissions
characteristics to derive the cumulative fuel used and emissions
generated.

[0137] The vehicle system 31 also has the locator device 30 such as a GPS
sensor, as discussed above. Information is supplied to the train
parameters estimator 65. Such information may include, but is not limited
to, GPS sensor data, tractive/braking effort data, braking status data,
speed, and any changes in speed data. With information regarding grade
and speed limit information, vehicle system weight and drag coefficients
information is supplied to the executive control element 62.

[0138] Embodiments of the inventive subject matter may also allow for the
use of continuously variable power throughout the optimization planning
and closed loop control implementation. In a conventional locomotive,
power is typically quantized to eight discrete levels. Modern locomotives
can realize continuous variation in horsepower which may be incorporated
into the previously described optimization methods. With continuous
power, a locomotive can further optimize operating conditions, e.g., by
minimizing or reducing auxiliary loads and power transmission losses, and
fine tuning engine horsepower regions of optimum or increased efficiency,
or to points of decreased emissions margins. Example include, but are not
limited to, minimizing or reducing cooling system losses, adjusting
alternator voltages, adjusting engine speeds, and reducing number of
powered axles. Further, the locomotive may use the on-board route
database 36 and the forecasted performance requirements to minimize or
reduce auxiliary loads and power transmission losses to provide optimum
or increased efficiency for the target fuel consumption/emissions.
Examples include, but are not limited to, reducing a number of powered
axles on flat terrain and pre-cooling the locomotive engine prior to
entering a tunnel.

[0139] One or more embodiments of the inventive subject matter may also
use the on-board route database 36 and the forecasted performance to
adjust the performance of the powered vehicle 42, such as to insure that
the vehicle system 31 has sufficient speed as the vehicle system 31
approaches a hill and/or tunnel. For example, this could be expressed as
a speed constraint at a particular location that becomes part of the
optimal plan generation created solving the Equation (OP). Additionally,
one or more embodiments of the inventive subject matter may incorporate
vehicle-handling rules, such as, but not limited to, tractive effort ramp
rates and upper limits on braking effort ramp rates. These may be
incorporated directly into the formulation for the trip plan or
alternatively incorporated into the closed loop regulator used to control
power application to achieve the target speed.

[0140] In one embodiment, the trip planning system is only installed on a
lead powered vehicle of the consist. Even though one or more embodiments
of the inventive subject matter are not dependant on data or interactions
with other powered vehicles, the trip planning system may be integrated
with a consist manager, as disclosed in U.S. Pat. No. 6,691,957 and U.S.
Pat. No. 7,021,588 (both of which are incorporated by reference),
functionality and/or a consist optimizer functionality to improve
efficiency. Interaction with multiple vehicle systems is not precluded,
as illustrated by the example of dispatch arbitrating two "independently
optimized" trains described herein.

[0141] Trains with DP systems can be operated in different modes. One mode
is where all locomotives in the train operate at the same notch command.
So if the lead locomotive is commanding motoring-N8, all units in the
train will be commanded to generate motoring-N8 power. Another mode of
operation is "independent" control. In this mode, locomotives or sets of
locomotives distributed throughout the train can be operated at different
motoring or braking powers. For example, as a train crests a mountaintop,
the lead locomotives (on the down slope of mountain) may be placed in
braking, while the locomotives in the middle or at the end of the train
(on the up slope of mountain) may be in motoring. This is done to
minimize or reduce tensile forces on the mechanical couplers that connect
the railcars and locomotives. Traditionally, operating the distributed
power system in "independent" mode required the operator to manually
command each remote locomotive or set of locomotives via a display in the
lead locomotive. Using the physics based planning model, train set-up
information, on-board track database, on-board operating rules, location
determination system, real-time closed loop power/brake control, and
sensor feedback, the system is able to automatically operate the
distributed power system in "independent" mode.

[0142] When operating in DP, the operator in a lead locomotive can control
operating functions of remote locomotives in the remote consists via a
control system, such as a distributed power control element. Thus when
operating in DP, the operator can command each locomotive consist to
operate at a different notch power level (or one consist could be in
motoring and another could be in braking), wherein each individual
locomotive in the locomotive consist operates at the same notch power. In
an embodiment, with the trip planning system installed on the train,
preferably in communication with the DP control element, when a notch
power level for a remote locomotive consist is desired as recommended by
the trip plan, the trip planning system can communicate this power
setting to the remote locomotive consists for implementation. As
discussed below, the same is true regarding braking.

[0143] One or more embodiments of the inventive subject matter may be used
with consists in which the powered vehicles are not contiguous, e.g.,
with 1 or more powered vehicles up front and others in the middle and/or
at the rear of a vehicle system. Such configurations may be referred to
as DP, wherein the standard connection between the locomotives is
replaced by radio link or auxiliary cable to externally link the powered
vehicles. When operating in DP, the operator in a lead locomotive can
control operating functions of remote locomotives in the consist via a
control system, such as a distributed power control element. In
particular, when operating in distributed power, the operator can command
each locomotive consist to operate at a different notch power level (or
one consist could be in motoring and other could be in braking), wherein
each individual in the locomotive consist operates at the same notch
power.

[0144] In an embodiment, with the trip planning system installed on a
vehicle system, preferably in communication with the DP control element,
when a notch power level for a remote consist is desired as recommended
by the trip plan, the trip planning system can communicate this power
setting to the remote consists for implementation. As discussed below,
the same is true regarding braking. When operating with distributed
power, the optimization problem previously described can be enhanced to
allow additional degrees of freedom, in that each of the remote consists
or powered vehicles can be independently controlled from the lead unit.
The value of this is that additional objectives or constraints relating
to in-train forces may be incorporated into the performance function,
assuming the model to reflect the in-system forces is also included.
Thus, one or more embodiments of the inventive subject matter may include
the use of multiple throttle controls to better manage in-system forces
as well as fuel consumption and emissions.

[0145] In a train utilizing a consist manager, the lead locomotive in a
locomotive consist may operate at a different notch power setting than
other locomotives in that consist. The other locomotives in the consist
operate at the same notch power setting. One or more embodiments of the
inventive subject matter may be utilized in conjunction with the consist
manager to command notch power settings for the locomotives in the
consist. Thus, based on one or more embodiments of the inventive subject
matter, since the consist manager divides a locomotive consist into two
groups, namely, lead locomotive and trail units, the lead locomotive will
be commanded to operate at a certain notch power and the trail
locomotives are commanded to operate at another certain notch power. In
one embodiment, the distributed power control element may be the system
and/or apparatus where this operation is housed.

[0146] Likewise, when a consist optimizer is used with a locomotive
consist, one or more embodiments of the inventive subject matter can be
used in conjunction with the consist optimizer to determine notch power
for each locomotive in the locomotive consist. For example, suppose that
a trip plan recommends a notch power setting of 4 for the locomotive
consist. Based on the location of the train, the consist optimizer will
take this information and then determine the notch power setting for each
locomotive in the consist. In this implementation, the efficiency of
setting notch power settings over intra-train communication channels is
improved. Furthermore, as discussed above, implementation of this
configuration may be performed utilizing the distributed control system.

[0147] Furthermore, as discussed previously, one or more embodiments of
the inventive subject matter may be used for continuous corrections and
re-planning with respect to when the train consist uses braking based on
upcoming items of interest, such as but not limited to, railroad
crossings, grade changes, approaching sidings, approaching depot yards,
and approaching fuel stations, where each locomotive in the consist may
require a different braking option. For example, if the train is coming
over a hill, the lead locomotive may have to enter a braking condition,
whereas the remote locomotives, having not reached the peak of the hill
may have to remain in a motoring state.

[0148] FIGS. 8, 9, and 10 depict exemplary illustrations of dynamic
displays for use by the operator. As shown in FIG. 10, a trip plan 72 is
provided in the form of a rolling map 400. Within the profile a location
73 of the vehicle system or powered vehicle is provided. Such information
as vehicle system length 105 and the number of vehicles (e.g., cars) 106
in the vehicle system is also provided. Display elements are also
provided regarding route grade 107, curve and wayside elements 108,
including bridge location 109, and speed 110. The display 68 allows the
operator to view such information and also see where the vehicle system
is along the route. Information pertaining to distance and/or estimated
time of arrival to such locations as crossings 112, signals 114, speed
changes 116, landmarks 118, and destinations 120 is provided. An arrival
time management tool 125 is also provided to allow the user to determine
the fuel savings that is being realized during the trip. The operator has
the ability to vary arrival times 127 and witness how this affects the
fuel savings. As discussed herein, other parameters discussed herein can
be viewed and evaluated with a management tool that is visible to the
operator. The operator is also provided information about how long the
crew has been operating the train. In one or more embodiments, time and
distance information may either be illustrated as the time and/or
distance until a particular event and/or location, or it may provide a
total time.

[0149] As illustrated in FIG. 11, an exemplary display provides
information about consist data 130, an events and situation graphic 132,
an arrival time management tool 134, and action keys 136. Similar
information as discussed above is provided in this display as well. This
display 68 also provides action keys 138 to allow the operator to re-plan
as well as to disengage 140 the trip planning system.

[0150]FIG. 12 depicts another embodiment of the display. Data typical of
a modern locomotive including air-brake status 71, analog speedometer
with digital insert, or indicator, 74, and information about tractive
effort in pounds force (or traction amps for DC locomotives) is visible.
An indicator 74 is provided to show the current optimal speed in the plan
being executed, as well as an accelerometer graphic to supplement the
readout in mph/minute. Important new data for optimal plan execution is
in the center of the screen, including a rolling strip graphic 76 with
optimal speed and notch setting versus distance compared to the current
history of these variables. In this embodiment, the location of the train
is derived using the locator element. As illustrated, the location is
provided by identifying how far the train is away from its final
destination, an absolute position, an initial destination, an
intermediate point, and/or an operator input.

[0151] The strip chart provides a look-ahead to changes in speed required
to follow the optimal plan, which is useful in manual control, and
monitors plan versus actual during automatic control. As discussed
herein, such as when in the coaching mode, the operator can follow either
the notch or speed suggested by one or more embodiments of the inventive
subject matter. The vertical bar gives a graphic of desired and actual
notch, which are also displayed digitally below the strip chart. When
continuous notch power is utilized, as discussed above, the display will
simply round to the closest discrete equivalent. The display may be an
analog display so that an analog equivalent or a percentage or actual
horse power/tractive effort is displayed.

[0152] Critical information on trip status is displayed on the screen, and
shows the current grade the train is encountering 88, either by the lead
locomotive, a location elsewhere along the train, or an average over the
train length. A distance traveled so far in the plan 90, cumulative fuel
used 92, where the next stop is planned 94 (or a distance away
therefrom), current and projected arrival time 96, and expected time to
be at next stop are also disclosed. The display 68 also shows the maximum
possible time to destination possible with the computed plans available.
If a later arrival was required, a re-plan would be carried out. Delta
plan data shows status for fuel and schedule ahead or behind the current
optimal plan. Negative numbers mean less fuel or early compared to plan,
positive numbers mean more fuel or late compared to plan, and typically
trade-off in opposite directions (slowing down to save fuel makes the
train late and conversely).

[0153] At all times, these displays 68 give the operator a snapshot of
where he stands with respect to the currently instituted driving plan.
This display is for illustrative purpose only as there are many other
ways of displaying/conveying this information to the operator and/or
dispatch. Toward this end, the information disclosed herein could be
intermixed to provide a display different than the ones disclosed.

[0154]FIG. 13 depicts another illustration of a dynamic display for use
by the operator. In this display, the current location, grade, speed
limit, plan speed and fuel saved are displayed as current numerical
values rather than in graphical form. In this display, the use of an
event list is used to inform the operator of upcoming events or landmarks
rather than a rolling map or chart.

[0155] In an additional embodiment, a method may be utilized to enter
vehicle manifest and general route bulletin information on the powered
vehicle. Such information may be entered manually using the existing
operating displays 68 or a new input device. Also, vehicle manifest and
general route bulletin information may be entered through a maintenance
access point, using portable media or via portable test unit program.
Additionally, such information may be entered through a wireless transfer
through a railroad communications network, as another example. The amount
of manifest and general route bulletin information can be configured
based upon the type of data entry method. For example, the per car load
information may not be included if data entry is performed manually, but
could be included if data entry is via wireless data transfer.

[0156] Regarding the information display for an embodiment of the trip
planning system, certain features and functions may be utilized by the
operator. For example, a rolling map 400, as is illustrated in FIGS.
8-10, 12, 16, 17, 19, in which each data element is distinguishable from
others, be may be utilized. Such a rolling map 400 may provide such
information as a speed limit, whether it be a civil, temporary, turnout,
signal imposed, work zones, terrain information and/or track warrant. The
types of speed limits can be presented to be distinguishable from one
another. Additionally, such a rolling map may provide trip plan speed
information or actual speed, trip plan notch or actual notch, trip plan
horsepower by the consist or the locomotive, trip plan tractive/brake
effort or actual tractive/brake effort, and trip plan fuel consumption
planned versus actual by any of the train, locomotive or locomotive
consist. The information display may additionally display a list of
events, such as is further illustrated in FIG. 13, instead of the rolling
map, where such events may include a current milepost, list of events by
an upcoming milepost, a list of events for alternate routes, or shaded
events that are not on a current route, for example. Additionally, the
information display may provide a scrolling function or scaling function
to see the entire display data. A query function may also be provided to
display any section of the track or the plan data.

[0157] The information display, in addition to those features mentioned
above, may also provide a map with a variable setting of the x-axis,
including expanded and compressed views on the screen, such as is
illustrated in FIG. 15. For example, the first 3 miles (4.828 kilometers)
402 may be viewed in the normal view, while the next 10 miles (16.09
kilometers) 404 may be viewed in the compressed view at the end of the
rolling map 400. This expanded and compressed view could be a function of
speed (for example at low speeds short distances are visible in detail
and high speeds longer distances are visible), as a function of the type
of train, as a function of the terrain variations, as a function of
activity (example grade crossings, signal lights etc). Additionally, as
is illustrated in FIG. 16, the information display may show historical
data for the trip by horsepower/ton, and show current fuel savings versus
historical fuel savings.

[0158] Additionally, as is further illustrated in FIGS. 17-19, the
exemplary embodiment of the present invention may include a display of
impending actions which form a unique set of data and features available
on the display to the operator as a function of the trip optimizer. Such
items may include, but are not limited to a unique display of tractive
effort (TE)/buffer (Buff) forces in the train and the limit, a display of
the point in the train where peak forces exist, a display of the
"reasons" for the actions of the system. This information may be
displayed at all times, and not just when the powered system is operating
in an automatic and/or autonomous mode. The display may be modified as a
function of the limit in effect, such as train forces, acceleration, etc.

[0159] For example, FIG. 17 discloses a visual train state graphic
representing magnitude of a stretched or bunched train state. A train 42
is illustrated where part of the train 42 is in a valley 406 and another
part is on a crest 408. FIG. 17A is a graphical representation that the
stretch of the train over the crest is acceptable and that the bunch in
the valley is also acceptable. FIG. 17B illustrates that due to braking
too hard when leaving the valley, run-in, more specifically a situation
when the cars on the train may run into each other, is building up in the
train. FIG. 17c illustrates a situation where the train has been
accelerated too quickly as it leaves the valley, creating a run-out, or
pull between the cars, moving back through the train. The forces may be
illustrated a plurality of ways including with an addition of color when
the forces are increasing or by larger symbols where forces are
increasing.

[0160] The graphics illustrated in FIGS. 17A-C may be included in the
display, rolling map 400 disclosed in FIG. 18. The exemplary displays
disclosed herein may also be used to train operators. For example, when
operating in an automatic or autonomous mode, trip optimization
information, including handling maneuvers, is displayed to the operator
to assist the operator in learning. For a small portion of the mission,
typically selected by the railroad owner, the trip optimizer will release
control of the powered system to the operator for manual control. Data
logs capturing information pertaining to the operator's performance.
While in manual mode, train state information and associated handling
information is still provided via the display to the operator.

[0161]FIG. 19 discloses a display illustrating an embodiment of an
approach for displaying in-train forces to an operator. FIGS. 17A-C
disclosed one exemplary approach to illustrate in-train forces. In
another exemplary embodiment symbols 409 are provided where a number of
the symbols 409 further illustrate the extent of in-train forces. Based
on the direction of the symbols the direction may illustrate the
direction of the forces.

[0162] In the illustrated embodiment, a display of information regarding
arrival time management may be shown. The arrival time may be shown on
the operational display and can be selectively shown by the customer. The
arrival time data may be shown on the rolling map, such as but not
limited to in a fixed time and/or range format. Additionally, it may be
shown as a list of waypoints/stations with arrival times where arrival
time may be wall-clock time or travel time. A configurable/selectable
representation of the time, such as a travel time or wall-clock time or
coordinated time universal (UTC) may be used. The arrival times and
current arrival time may be limited by changing each waypoint. The
arrival times may be selectively changed by the waypoints. Additionally,
work/stop events with dwell times may be displayed, in addition to meet
and pass events with particular times.

[0163] Additionally, the illustrated embodiment may feature a display of
information regarding fuel management, such as displaying travel time
versus fuel trade off, including intermediate points. Additionally, the
exemplary embodiment may display fuel savings versus the amount of fuel
burned for the trip, such as is illustrated in FIG. 20.

[0164] The illustrated embodiment additionally includes displaying
information regarding the train manifest or trip information. An
operating display will provide the ability for entry of data,
modification of the data, confirmation of the data, alpha keypad on the
screen, a configurable data set based on method of data entry, and
inputting a route with a start and end location and intermediate point
(i.e., waypoints). The waypoints may be based on a comprehensive list or
intelligent pick list, based on the direction of the train, train ID,
etc, a milepost, alpha searching, or scrolling a map with selection keys.
Additionally, the operating display takes into account unique elements
for locomotive consist modification, including power level/type, motoring
status, dynamic brake status, isolated, the health of power (i.e., load
pot), the number of axles available for power and braking, dead in tow,
and air brake status.

[0165] The illustrated embodiment also provides for changing control from
manual control to automatic control (during motoring). FIG. 21A depicts
an exemplary illustration of a dynamic display screen notifying the
operator when to engage the automatic controller. A notice 469 is
provided signifying that automatic control is available. In one
embodiment, the operator initiates some action to let the system know
that he/she desires the system to take control. Such action may include
applying a key 470 to the screen or a hardware switch, or some other
input device. Following this action, the system determines that the
operator desires automatic control, and the operator may move the
throttle to several positions selectively determined. For example, such
positions may include idle/notch 1/notch 8 or any notch, and by
positioning the throttle in one of these positions, the operator permits
full control of power to the system. A notice is displayed to the
operator regarding which notch settings are available. In another
exemplary embodiment, if the throttle is able to be moved to any notch,
the controller may choose to limit a maximum power or upper limit on
power that can be applied or operated at any power setting regardless of
throttle handle position. As another example of selecting automatic
control, the operator may select an engine speed and the system will use
the analog trainlines or other trainline communications, such as but not
limited to DB modem, to make power up to the available horsepower for
that engine speed selected by the throttle notch or to full power
regardless of the notch position. A relay, switch or electronic circuits
can be used to break the master controller cam inputs into the system to
allow full control over the throttle on the lead and trail consists. The
control can use digital outputs to control and drive the desired
trainlines. FIG. 21B depicts an exemplary illustration of the dynamic
display screen after automatic control is entered. As illustrated, a
notice 471 states that automatic control is active.

[0166] As disclosed above, similar information may be relayed to the
operator when the powered system is remotely controlled so that the
operator will know how to operate the remotely controlled powered system.

[0167] In one embodiment, a system (e.g., for remotely controlling
movement of a vehicle) includes a feedforward element and a feedback
element. The feedforward element is configured to be disposed onboard a
remotely controlled vehicle and to receive an operator command for the
vehicle from an operator control unit disposed off-board of the vehicle.
The feedforward element also is configured to predict movements of the
vehicle over an upcoming segment of a route being traveled by the vehicle
based on the operator command and terrain information of the upcoming
segment of the route. The feedback element is configured to be disposed
onboard the vehicle and to determine an actual movement of the vehicle.
The feedforward element is configured to communicate the predicted
movements of the vehicle to the operator control unit and the feedback
element is configured to communicate the actual movement of the vehicle
to the operator control unit such that an operator can examine the
predicted movements and the actual movement in order to remotely control
the vehicle.

[0168] In one aspect, the terrain information represents of at least one
of grade or curvature of the upcoming segment of the route.

[0169] In one aspect, the operator command includes at least one of a
designated speed of the vehicle, a location that the vehicle is to travel
to within a designated time limit, or a distance within which the vehicle
is to stop.

[0170] In one aspect, the feedforward element is configured to predict a
throttle profile as the predicted movements of the vehicle. The throttle
profile is based on the terrain information and the operator command, and
represents throttle settings of the vehicle expressed as a function of at
least one of distance along the route or time in order to cause the
vehicle to maintain a designated speed provided by the operator command.

[0171] In one aspect, the feedforward element is configured to predict a
speed profile as the predicted movements of the vehicle. The speed
profile is based on the terrain information and the operator command, and
represents predicted speeds of the vehicle expressed as a function of at
least one of distance along the route or time that the vehicle is
predicted to travel if a throttle setting represented by the operator
command is implemented by the vehicle and maintained as the vehicle
travels over the upcoming segment of the route.

[0172] In one aspect, the feedforward element is configured to receive the
operator command from an operator actuating the operator control unit.

[0173] In one aspect, the feedforward element is configured to obtain the
terrain information from a database disposed onboard the powered vehicle.

[0174] In one aspect, the operator command is obtained from a trip plan of
the powered vehicle that designates operational settings of the powered
vehicle as a function of at least one of time or distance along a trip of
the powered vehicle.

[0175] In one embodiment, a method (e.g., for remotely controlling
movement of a vehicle) includes receiving an operator command for
remotely controlling a vehicle from an operator control unit disposed
off-board of the vehicle, predicting movements of the vehicle over an
upcoming segment of a route being traveled by the vehicle, the predicted
movements based on the operator command and terrain information of the
upcoming segment of the route, and monitoring actual movement of the
vehicle as the vehicle travels along the route. The actual movement
includes at least one of an actual speed or actual acceleration at which
the vehicle moves. The method also includes communicating the predicted
movements of the vehicle and the at least one of actual speed or actual
acceleration of the vehicle to the operator control unit so that an
operator can use the predicted movements and the at least one of actual
speed or actual acceleration to determine how to remotely control the
vehicle.

[0176] In one aspect, the method also includes remotely implementing a
change in a throttle setting of the vehicle using the operator control
unit and after receiving the predicted movements and the at least one of
actual speed or actual acceleration.

[0177] In one aspect, the terrain information represents of at least one
of grade or curvature of the upcoming segment of the route.

[0178] In one aspect, the operator command includes at least one of a
designated speed of the vehicle, a location that the vehicle is to travel
to within a designated time limit, or a distance within which the vehicle
is to stop.

[0179] In one aspect, predicting movements of the vehicle includes
generating a throttle profile of the vehicle based on the terrain
information and the operator command. The throttle profile represents
throttle settings of the vehicle expressed as a function of at least one
of distance along the route or time in order to cause the vehicle to
maintain a designated speed provided by the operator command.

[0180] In one aspect, predicting movements of the vehicle includes
generating a speed profile of the vehicle based on the terrain
information and the operator command. The speed profile represents
predicted speeds of the vehicle expressed as a function of at least one
of distance along the route or time that the vehicle is predicted to
travel if a throttle setting represented by the operator command is
implemented by the vehicle and maintained as the vehicle travels over the
upcoming segment of the route.

[0181] In one aspect, the operator command is received from an operator
actuating the operator control unit.

[0182] In one aspect, the method also includes obtaining the terrain
information from a database disposed onboard the powered vehicle.

[0183] In one aspect, the operator command is obtained from a trip plan of
the powered vehicle that designates operational settings of the powered
vehicle as a function of at least one of time or distance along a trip of
the powered vehicle.

[0184] In one embodiment, an operator control unit (e.g., for a vehicle)
includes an input device, a communication device, and an output device.
The input device is configured to receive an operator command for a
remotely controlled vehicle. The communication device is configured to
transmit the operator command to a feedforward element remotely disposed
onboard the vehicle. The communication device also is configured to
receive predicted movements of the vehicle over an upcoming segment of a
route being traveled by the vehicle and at least one of actual speed or
actual acceleration of the vehicle. The predicted movements are
determined by the feedforward element and based on the operator command
and terrain information of the upcoming segment of the route. The output
device is configured to present the predicted movements and the at least
one of actual speed or actual acceleration of the vehicle to an operator
such that the operator can examine the predicted movements and the at
least one of actual speed or actual acceleration of the vehicle in order
to remotely control the vehicle using the input device.

[0185] In one aspect, the operator command includes at least one of a
designated speed of the vehicle, a location that the vehicle is to travel
to within a designated time limit, or a distance within which the vehicle
is to stop.

[0186] In one aspect, the terrain information is indicative of at least
one of curvature or grade of the upcoming segment of the route.

[0187] In one aspect, the predicted movements of the vehicle include a
throttle profile that represents throttle settings of the vehicle
expressed as a function of at least one of distance along the route or
time in order to cause the vehicle to maintain a designated speed
provided by the operator command.

[0188] In one aspect, the predicted movements of the vehicle include a
speed profile that represents predicted speeds of the vehicle expressed
as a function of at least one of distance along the route or time that
the vehicle is predicted to travel if a throttle setting represented by
the operator command is implemented by the vehicle and maintained as the
vehicle travels over the upcoming segment of the route.

[0189] While the inventive subject matter has been described with
reference to various embodiments, it will be understood by those of
ordinary skill in the art that various changes, omissions and/or
additions may be made and equivalents may be substituted for elements
thereof without departing from the spirit and scope of the inventive
subject matter. Additionally, many modifications may be made to adapt a
particular situation or material to the teachings of the inventive
subject matter without departing from the scope thereof. Therefore, it is
intended that the inventive subject matter not be limited to the
particular embodiment disclosed, but that the inventive subject matter
will include all embodiments falling within the scope of the appended
claims. Moreover, unless specifically stated any use of the terms first,
second, etc. do not denote any order or importance, but rather the terms
first, second, etc. are used to distinguish one element from another.